RU2822072C1 - Air-cushion amphibious vehicle - Google Patents

Abstract

FIELD: vehicles.

SUBSTANCE: invention relates to amphibious air-cushion vehicles (AV) intended for transportation in difficult terrain at any time of the year. Air-cushion AV comprises flat bearing platform of frame structure consisting of centre section and two trailed boards partially filled with porous filler. Air manifolds are formed at the point of attachment of trailed boards, which uniformly supply air cushion sections through outlet nozzles with air. Air is supplied by air cushion blowers through distributing devices. Flexible chamber-type air cushion guard is divided into four sections and has linear compensators at the joints. Flexible nose guard is equipped with air cushion stops and reinforcing pads. Flexible stern guard has transverse and longitudinal partitions supported in working condition by a set of flat and coiled springs, flexible rods, braces, elastic levers, bars. Engine compartment houses two independent power plants, two centrifugal air cushion blowers, shaft lines, fuel system, cooling system, gas exhaust system, pneumatic system, hydraulic system and electric system in part of motor systems. AV has rudder propeller system including two propellers in aerodynamic annular nozzles; at that, air outlets from blowers are equipped with gates used during movement with one operating blower. Brake flaps are arranged at ship centre of gravity and actuated by pneumatic cylinders and returned to initial position by them.

EFFECT: improving safety and reliability, flotation, controllability, mass and fuel efficiency and versatility of the design.

6 cl, 23 dwg

Description

An amphibious vehicle (ATV) on an air cushion is designed to solve a wide range of transport tasks in difficult terrain at any time of the year, including vast water surfaces of any depth, areas of moving ice, snow and ice hummocky surfaces, relatively flat land areas regardless of the surface, and also low-growing thickets.

An air-cushion vehicle is known (SU 457205, B60V 1/00, pr. dated January 15, 1975), containing a peripheral flexible fence of a high-pressure area and a platform with a streamlined body installed on it, equipped with a control cabin, a passenger compartment and a machine unit with a fan. , which includes a turbine with fuel tanks and pipelines.

The disadvantages of this vehicle include the large dimensions of the supporting platform, which makes it difficult to move over rough terrain and small rivers, high drag, side windage, and the complex design of the power plant and transmission. The design of the supporting platform and body does not allow the vehicle to be transported by road or rail.

The flexible air cushion fence, consisting of concentric panels that are round in plan, does not provide stable movement on water and over rough terrain, and the tilt of these panels at an angle to the center of the air cushion creates resistance when moving through waves and clings to obstacles on land.

An air-cushioned vehicle is known according to a patent (RU 2164481, B60V 1/00, dated March 27, 2001), containing a platform on which are mounted: an air receiver, a controlled pneumatic wheeled chassis, a controlled braking device, a sealed housing divided into compartments, a propeller in an aerodynamic ring, air rudders, buoyancy blocks hinged on the right and left sides of the hull, a flexible fence for the high-pressure zone fixed along the perimeter of the hull and buoyancy blocks.

The disadvantages of this vehicle include: insufficient efficiency of the engine cooling system due to the large length of the ejection air channel passing under the fan and luggage compartments, as well as insufficient longitudinal stability of the vehicle, especially when moving over water at high speed. These disadvantages are due to the absence in the design of the vehicle of devices for stabilizing roll and trim, which arise from uneven placement of cargo, and from pressing the bow of the vehicle to the surface of the water at high speed, which causes a loss of stability of the front air cushion fence.

An air-cushioned vehicle is known (RU 123742, B60V 1/00, pr. dated April 27, 2012), containing a platform with a built-in receiver, a housing divided into compartments, an engine, a fan, a transmission, a propeller in an aerodynamic ring, air rudders, a flexible fencing of the high-pressure area, elastic brake flaps with guide knives and brake studs.

The disadvantages of this vehicle include:

- insufficient lateral stability when maneuvering on water. This is due to the fact that the fan of the specified vehicle does not have aerodynamic dividers of the air flow supplied to the receivers on the right and left sides, and the receivers do not have guide nozzles and streamlined partitions that ensure uniform distribution of air among the air cushion sections.

- the design of the brake flaps, equipped with smooth guide knives and brake spikes, does not allow their use when moving in reverse (astern forward) and when sliding sideways on slopes.

- insufficient reliability and survivability, since the vehicle is equipped with one power unit and if the engine, fan or propeller is damaged, it is no longer able to move.

The closest technical solution to the claimed one is an air-cushioned vehicle (RU 2750941, B60V 1/00, dated 07/06/2021). An air-cushion vehicle contains a platform with a built-in receiver, consisting of a body divided into compartments, two buoyancy blocks attached to the side walls of the body, an air receiver made of two air channels, two autonomous lifting and propulsion units, each of which consists of an engine , a fan, a propeller in an aerodynamic ring, air rudders, elastic couplings and a gearbox transmitting torque from the engine to the propeller. The fans of both lifting and propulsion units are located in a common (combined) housing with the possibility of joint or separate air supply to the air cushion sections and are equipped with flow dividers that ensure equal air supply to the right and left receivers. The bow of the hull and buoyancy blocks are equipped with an elastic safety buffer. The aft part of the hull is equipped with horizontal rudders - longitudinal stability stabilizers. The bottom of the body is equipped with elastic brake flaps.

The disadvantages of this vehicle are:

1. Fans in a combined casing have low efficiency due to improper redistribution of air flows and the resulting turbulence from pressure surges. Air distributors inside the fan housing do not solve this problem. There is no possibility of air redistribution between the front and rear sections of the air cushion;

2. Corrugated rubber-fabric chambers for driving the brake flaps operate only in one direction; to return, it is necessary to additionally install a spring return mechanism. The chambers operate at low pressure, therefore, to create the required force, a large air flow is required, and, as a result, there is a noticeable delay in the response of the brake mechanism;

3. Brake flaps with guide blades do not fully provide traction when used on uneven hard surfaces;

4. The absence of a power-bearing platform does not allow the vehicle to be modified for its intended purpose as a cargo platform. The design is not intended for modular replacement of compartments or units for specific tasks;

5. Energy-intensive front flexible guard stops are not a universal solution for driving on land, as there is a risk of the stop breaking when colliding with a solid obstacle. Removing the stops solves the problem when moving on land, but to enter open water it is necessary to install them in the normal position to prevent the front flexible fence from losing stability at high speed;

6. The kinematic design of the rear flexible fence does not ensure uniform folding of the structure when landing and prevents reversing. There is a risk of damaging vulnerable elements when driving over rough terrain.

In general, the disadvantages of known hovercraft known from the prior art include low mass and fuel efficiency, poor maneuverability due to the lack of reliable control mechanisms in the absence of adhesion to the supporting surface, especially on water, and insufficient reliability, and the survivability of the flexible air cushion enclosure, which affects movement on various surfaces of land.

The problem being solved is to increase safety and reliability, maneuverability, controllability, mass and fuel efficiency and design versatility.

To solve this problem, the design of an air-cushioned vehicle has been proposed, which contains a flat load-bearing platform of a frame structure, consisting of a center section and two trailer sides, partially filled with porous filler. At the junction of the trailer sides, air collectors are formed that uniformly supply the air cushion sections with air through the exhaust nozzles. Air is supplied by air cushion blowers through distribution devices. The flexible chamber-type air cushion fence is divided into four sections and has linear expansion joints at the joints. At the same time, the flexible nose guard is equipped with air cushion stops and reinforcing linings. The flexible side fencing is supported by rubber-fabric gussets. The flexible stern fencing has transverse and longitudinal partitions, supported in working condition by a set of flat and twisted springs, flexible rods, guy wires, elastic levers, and rods. The engine compartment houses two independent power units, two centrifugal airbag superchargers, shaft lines, a fuel system, a cooling system, an exhaust system, a pneumatic system, a hydraulic system and an electrical system (in terms of motor systems). The vehicle has a platform in the form of a power set of variable cross-section for installing passenger compartment modules of the required modification in accordance with the purpose, or a cargo platform. The vehicle has a steering-propeller complex, which includes two propellers in aerodynamic ring nozzles, while the air outlets from the superchargers are equipped with dampers used when driving with one operating supercharger. The brake flaps are located at the center of gravity of the vessel and are activated by pneumatic cylinders and are returned to their original position by them.

The wheelhouse of the hovercraft has a wide view due to the large glass area and an aerodynamic streamlined shape to reduce drag, and the aft part of the engine compartment has smooth aerodynamic slopes that do not interfere with the movement of air flows passing through the propellers.

Active flow dividers are used to control trim.

Each brake flap can be divided into two “paws”, which, due to the elastic properties of the material, follow the contours of the surface when braking or maintaining course.

The design of the flexible fence allows you to maintain an air cushion without inflatable elements and freely pass obstacles when moving.

The air cushion blowers are connected to belt drives through a shaft line.

The technical solution is illustrated by drawings.

Fig. 1 - General view of the vehicle for the passenger modification.

Fig. 2 - General view of the vehicle for the cargo modification.

Fig. 3 - Plan view of the automatic telephone exchange.

Fig. 4 - Front view of the vehicle.

Figure 5 - Diagram of the location of the main mechanical components in the engine compartment area.

Fig. 6 - Diagram of air supply and distribution in the air cushion sections.

Fig. 7 - Location of air cushion blowers.

Fig. 8 - Air distribution system in the air cushion sections.

Fig. 9, 10, 11 - Modular modifications of vehicles for their intended purpose with an open cargo deck, with a quick-release enlarged cargo compartment, with a light passenger compartment, respectively.

Fig. 12 - View of the vehicle from below from the bottom.

Fig. 13 - Location of the braking device.

Fig. 14 - The principle of operation of the braking device.

Fig. 15a and Fig. 15b - Front flexible guard of the vehicle.

Fig. 16 - Location of transverse and longitudinal partitions of the air cushion of the vehicle.

Fig. 17a and Fig. 17b - Working position of the flexible guard on the side of the vehicle.

Fig. 18a and Fig. 18b - Installation of flexible fencing for the stern of the vehicle.

Fig. 19a and Fig. 19b - The principle of operation of compensators for extending the flexible fence of the stern of the vehicle.

In fig. 1 and 2 show a general view of the vessel from the port side for the passenger and cargo modifications, respectively (the description is given above).

In fig. Figure 3 shows a plan view of the vessel. The center section 1 is a load-bearing power platform on which the wheelhouse 2, a removable passenger compartment 3, the engine compartment 4, and the propeller-steering complex 5 are located. In the bow of the center section 1 there is a deformation buffer zone that softens the blow in an emergency collision. There are also mounting points for auxiliary traction and towing devices, for example, an electric winch.

In the middle part, the center section 1 has a longitudinal-transverse power set of variable cross-section for installing passenger or cargo modules. In the aft part there is a longitudinal foundation for the main engines, which allows the installation of engines in a wide range of power depending on the purpose of the vessel, foundations for superchargers, shafting, and a steering screw complex. The brake flap niches are located at the center of gravity of the vessel. On the sides, the left and right trailer sides 6, 7 are attached to the center section 1, which are dismantled during transportation of the vessel by road or rail. The sides 6, 7 serve as air cushion expanders and additionally accommodate luggage compartments 8 and fuel tanks 9. Free and unused space in the structure is filled with porous filler 10, which is a non-flammable and non-hygroscopic heat insulator, as well as a structural element that increases hull rigidity and buoyancy reserve.

At the junction of the center section 1 with the trailer sides 6, 7, air collectors 11 are formed, evenly distributing air in the air cushion sections through nozzles 12 in the center of the body and additionally supplying air along the periphery through outlet channels.

In fig. Figure 4 shows a view of the ship from the bow. To ensure traffic safety, wheelhouse 2 has a large glass area made of aviation acrylic, is equipped with windshield wipers, lighting equipment, including movable searchlights, air intake devices for climate control systems, and navigation equipment.

A flexible air cushion fence 13 made of rubber-fabric panels of variable thickness, reinforced with reinforcing linings 14 made of strong and wear-resistant metal light-alloy or polymer composite materials, is attached to the center section 1 and the trailing sides 6, 7.

In fig. 5 shows the location of the main mechanical components in the area of the engine compartment 4, in which two main engines 15 are located, preferably diesel, located on a longitudinal foundation, which allows, in case of a change in the purpose of the vessel, to install an engine of greater or lesser power without significant modifications. For example, to convert a passenger ship into a cargo ship, the removable passenger compartment 3 is dismantled and a cargo deck 16 and reinforced manifold covers 17 are installed. To increase the load capacity, the trailer sides 6, 7 are replaced with wider ones to increase the air cushion area. Accordingly, the main engines 15, air cushion superchargers 18 in the housing 19 and the steering-propeller complex 5 are replaced. The principle of modular design is widely used for adaptation to specific tasks.

The main engines 15 drive the air cushion blowers 18 through a friction clutch to disengage the transmission. The superchargers draw air through charge air coolers 20 and radiators 21, located directly above the engine and under the top hatch with a controlled air intake. In case of additional air demand, taking into account the cooling of the main engines, air is supplied through the side hatches of the engine compartment. The redistribution of intake air flows through radiators 21 and through the side hatches is controlled by electric drives.

The air cushion blowers 18 are connected through a shaft line to belt drives 22, located in closed casings that protect from dirt and splashing water. Belt drives 22 drive low-speed multi-blade propellers in aerodynamic ring nozzles. The use of such propellers makes it possible to reduce the noise level and reduce the diameter of the rings, and as a result, reduce the dimensions and weight of the steering screw complex.

The flow created by propellers is controlled in several ways:

- changing the rotation speed of two independent power plants;

- changing the angle of attack of the blades of two independent propellers due to mechanisms for changing the propeller pitch;

- straightening the flow and changing the thrust vector by deflecting vertical air rudders fixed in a single frame. The control is carried out by a hydraulic drive.

When landing, the vessel is lowered onto support skids 23. Free and unused space in the structure is filled with porous filler 10.

If one power unit fails, the redistribution of air in the air manifolds 11 occurs through the air channels 24.

Directly behind the transverse partition 25, located in the center of the air cushion, there is a braking device 26, which includes two elastic brake flaps 27, driven by pneumatic cylinders 28.

In fig. Figure 6 shows a diagram of the supply and distribution of air in the air cushion sections. As an illustrative example, a case of failure of the right power unit is shown. The air pumped by a centrifugal double-sided air cushion supercharger 18 on the left side is supplied to the manifold 11 on the left side, divided by a divider 29 with an active flow divider 30 into bow and stern sections. From the manifold, air enters the air cushion sections through nozzles 12, oriented to deflect the flow at an angle towards the stern. Since there is no air injection on the starboard side, the starboard sections receive air through air channels 24. To eliminate air losses through an inoperative supercharger, the outlet openings on the starboard side are closed with dampers 31.

In fig. 7 shows the location of the air cushion superchargers 18 in the housing 19. Each air cushion supercharger 18 is located in its own housing 19 and is driven by its own engine 15. Since most engines rotate clockwise, the flow exits from the air cushion superchargers 18 on the left and right sides will be different. The flow direction on the left side will tend to the lower corner of the divider 29 with an active flow divider 30, while on the right side, on the contrary, to the upper corner. In cruising mode, the difference in air supply between the left and right sides is insignificant.

In fig. Figure 8 shows the operation of the air distribution system in the air cushion sections. Air distribution is controlled in several ways:

- changing the rotation speed of two independent power plants, which affects the ship’s roll and propeller thrust;

- deflection of the active flow divider 30, which allows air to be redistributed between the bow and stern sections of each side separately and affects the trim of the vessel;

- partial blocking of the output channels by dampers 31, intended mainly to isolate the inoperative supercharger, which creates additional resistance to the flow and affects the roll and trim of the vessel.

The ship stabilization system by distributing air in the air cushion sections can be performed both through controls and by automatic means.

In fig. Figure 9 shows a modification of the vessel with an open cargo deck 32 and reinforced manifold covers 17. With this configuration, it becomes possible to transport cargo across the entire width of the vessel, and the absence of side walls and roof facilitates loading and unloading operations.

In fig. Figure 10 shows a modification of the vessel with a quick-detachable enlarged interior/cargo compartment 33. This configuration increases the weight and reduces the carrying capacity, but is justified for some temporary work. For example, when it is necessary to transport cargo in a protected closed compartment under a certain temperature and humidity conditions, or to evacuate a large number of people.

In fig. Figure 11 shows a modification of the vessel with a light passenger cabin. This configuration is used when the main task of the vessel is to transport people. The supporting platform, which is the center section 1, contains all communications that ensure the life of passengers and crew, as well as the normal operation of the vessel. All joints are reliably insulated and sealed. Not intended for quick conversion, unlike the designs shown in FIGS. 9 and 10, but the possibility of conversion remains.

In fig. Figure 12 shows a view of the vessel from the bottom. The flexible air cushion fence 13 consists of a transverse partition 25, a longitudinal partition 34, and fixed along the perimeter of the vessel on the center section 1 and trailing sides 6, 7 flexible bow guards 35 additionally reinforced with reinforcing linings 14, sides 36 with splash guards, supported by rubber-fabric gussets 37 and stern 38, protected by aft aluminum flaps. At the junction of the sides with the center section 1 along the flexible fence there are also connectors for transportation.

Air through the air collectors 11 is supplied to the corresponding sections of the air cushion through nozzles 12. To the left and right of the air collectors 11 there are support skids 39, four on the center section 1 and four on the trailer sides 6, 7. At the center of gravity of the vessel, behind the transverse partition 25 there are braking device 26.

In fig. 13 shows the location of the brake device 26 from the bottom. The brake device 26 includes two elastic brake flaps 27, consisting of a set of titanium plates fixed to the body through rubber-metal hinges 40 and driven by pneumatic cylinders 28. To avoid breakage of the brake flaps 27 during reverse stroke, the tip of the flap is made of rubber-cord lining 41. increasing the adhesion of the brake flap 27 to a hard, uneven surface, the lower part of the flap is divided into two “paws”, which, due to the elastic properties of the material, follow the contours of the surface when braking or maintaining course.

In fig. Figure 14 shows the principle of operation of the brake device 26. In the normal state, the brake flap 27 and the pneumatic cylinder 28 are recessed into the niche 42. The niche 42 is part of the bottom of the center section 1 and is reliably insulated with a porous filler 10. When a command is given from the wheelhouse 2, air is supplied to the pneumatic cylinder 28 and lowers brake flap 27 until it contacts the supporting surface when moving on an air cushion. With moderate pressure on the surface, the guide blades 43 are driven into the ground and serve to maintain course and prevent lateral movement during strong winds or movement on a slope. When operating on a hard ice surface, the guide blades 43 are equipped with toothed pads.

With strong pressure, the brake flap 27 brakes the vessel to a complete stop, preventing the occurrence of emergency situations. In addition, braking when moving on an air cushion protects the flexible guard from abrasion and the underbody from damage.

In fig. 15a and 15b show the location of the stops of the front flexible fence and the kinematics of their operation. The flexible bow guard 35 is reinforced with reinforcing pads 14 and a package of flat springs 44. To prevent the loss of stability of the flexible fence when moving through water at high speed, elastic stops are additionally installed, including rods 45, fixed to the body through rubber-metal hinges 40, elastic levers 46, one shoulder connected to packs of flat springs 44 and the other to springs 47. When moving on an air cushion, the stops prevent the flexible bow guard from being pulled under the bottom by the incoming flow of water, but when overcoming solid obstacles and landing, they allow the flexible guard to fold and not provide significant resistance.

In fig. 17a and 17b show a diagram of the installation of the transverse partition 25 against the background of the longitudinal partition 34.

Transverse and longitudinal partitions 25 and 26, respectively, divide the air cushion into four relatively equal and independent sections, each section maintaining its own pressure depending on the load distribution. The transverse partition 25 is reinforced with packs of flat springs 48 and tilted towards the stern 38 to overcome solid obstacles in the direction of travel. The extension of the transverse partition 25 is limited by a flexible guy 49. The retention and return of the transverse partition 25 to the working position is ensured by springs 50. The longitudinal partition 34 is held in the working position by packs of flat springs 51, fixed to the longitudinal partition 34 by rubber cord fasteners 52, the radial shape of which pulls the partition vertically position, and the rounded lower part prevents breakage of the springs from resting on the ground during landing.

In fig. 17a shows the working position of the flexible side guard 36. To prevent loss of stability of the flexible fence when moving on a cushion along the entire length of the side, rubber-fabric gussets 37 of variable thickness are installed, reinforced along the perimeter. The gussets 37 are inclined towards the stern 38 at an angle α of about 45° and with a step t equal to (0.6...0.8) × h, where h is the height of the flexible fence.

The trailer sides 6, 7 and the flexible fence 13 are additionally protected by a fender 52, which serves as a stop when mooring to the pier or absorbs the load during a side impact.

In fig. 18a and fig. 18b shows the device of the flexible fence of the stern 38 and the kinematics of its operation. The flexible stern fencing 38 is reinforced with packages of flat springs 54, separated by a small section of free rubber-fabric material.

The flexible stern fence 38 and metal springs 55 (located in different planes) are protected by stern aluminum flaps 56, fixed to the body with rubber-metal hinges 40. Springs 55 ensure that the flexible stern fence 38 is held in working position and returns after passing obstacles. The upper set of springs through the rods 57 forms a rhombic system in the upper half of the flexible fence 13. The lower set of springs ensures that the edge of the flexible fence is pressed through the flexible rods 58. The pressing is limited by flexible guys 59. The elastic lever 60 serves as a stop in the middle part. When passing solid obstacles or landing, the flexible fence extends back and folds slightly upward.

The lower part of the flexible fence has thickenings in the lower part along the entire perimeter, since this is the area of greatest wear. Connections of panels of flexible fencing in places of permanent connections are carried out by stitching and overlapping gluing. Detachable connections for the purpose of transportation or repair work in the field are made using stainless fasteners.

Installation of drives that regulate the length of the flexible guys 49 of the transverse partition 25 and the flexible guys 59 of the flexible fence of the stern 38 will allow you to adjust the height and shape of the flexible fence, which can reduce the resistance to movement when towing on water and allow reversing without the risk of breaking the reinforcing elements.

In fig. 19a and fig. 19b shows the principle of operation of the expansion compensators for the flexible fence of the stern 38 when landing or passing obstacles. The joints of the flexible stern fencing 38 with the flexible side fencing 36 and the longitudinal partition 34 are equipped with linear elongation compensators 61 and 62, which are triangular rubber-cord pockets with the greatest elongation in the lower part. The working position of the flexible fence is ensured by elastic elements 63 (for example, springs), which tighten the edges of the panels at the joints of the flexible fence and do not allow the compensators to fold or inflate in any order. Vulnerable and protruding elastic elements 63 are protected by thin rubber-cord covers.

Thus, the proposed design of the automatic telephone exchange provides:

- safety and reliability of vehicles - due to the use of independent power plants without complex transmission units, access to units for repairs in the field, the use of a brake system and flexible fencing of a special design, filling the free cavities of the bottom with a porous filler, which is a non-flammable and non-hygroscopic heat insulator, as well as a structural element that increases hull rigidity and buoyancy reserve, installation of a protective buffer in the bow, use of corrosion-resistant and wear-resistant materials;

- cross-country ability (seaworthiness) - due to the use of air flow regulators from air cushion blowers, the design of a flexible fence that ensures uniform distribution of air in the sections of the air cushion, assemblies that ensure a stable shape of the fence without the use of inflatable elements and follows the terrain. All these elements serve to achieve longitudinal and lateral stability both on water and on land;

- controllability - due to separate control of the engine speed, separate control of the angle of attack of the blades on the propellers (propeller pitch), changing the thrust vector with the air rudders, the use of dampers and active air flow dividers in the air cushion section, the braking system, which simultaneously serves to provide directional control sustainability;

- mass and fuel efficiency - due to the use of light aluminum, titanium alloys and composite materials, a reinforced platform and lightweight aerodynamic streamlined superstructures, highly efficient air cushion superchargers in separate housings, high transmission efficiency, low-speed multi-blade propellers in aerodynamic ring nozzles;

- versatility - due to the modular design.

Claims (6)

1. An amphibious vehicle (AV) on an air cushion, containing a flat load-bearing platform of a frame structure, consisting of a center section and two towed sides, partially filled with a porous filler, while at the junction of the towed sides, air collectors are formed, made with the possibility of uniform supply of air sections pillows through the exhaust nozzles with air supplied by air cushion blowers through distribution devices, a flexible chamber-type air cushion fence, divided into four sections, while the flexible bow fence is equipped with air cushion stops and reinforcing linings, the flexible side fence is supported by rubber-fabric gussets, the flexible stern fence has transverse and longitudinal partitions, supported in working condition by a set of flat and twisted springs, flexible rods, guy wires, elastic levers, rods, and also having linear compensators at the joints, a wheelhouse, an engine compartment in which two independent power plants, two centrifugal superchargers are located air cushion, shaft lines, fuel system, cooling system, gas exhaust system, pneumatic system, hydraulic system and electrical system in terms of motor systems, characterized in that the vehicle has a platform in the form of a power set of variable cross-section for installing passenger compartment modules of the required modification in accordance with purpose, or loading platform; rudder complex, including two propellers in aerodynamic ring nozzles driven by belt drives, while the air outlets from the superchargers are equipped with dampers used when driving with one operating supercharger; the brake flaps are located at the center of gravity of the vessel and are activated by pneumatic cylinders and are returned to their original position by them. 2. An air-cushion vehicle according to claim 1, characterized in that the wheelhouse has a wide view due to the large glass area and an aerodynamic streamlined shape to reduce drag, and the aft part of the engine compartment has smooth aerodynamic slopes that do not interfere with the movement of air flows, passing through the propellers. 3. An air-cushion vehicle according to claim 1, characterized in that active flow dividers are used to control the trim. 4. An air-cushioned vehicle according to claim 1, characterized in that each brake flap is divided into two “paws”, which, due to the elastic properties of the material, follow the contours of the surface when braking or maintaining course. 5. An air-cushion vehicle according to claim 1, characterized in that the design of the flexible fence allows the air cushion to be supported without inflatable elements and to freely pass obstacles when moving. 6. An air-cushioned vehicle according to claim 1, characterized in that the air-cushion superchargers are connected to belt drives through a shaft line.

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