A turbojet manned aircraft based on vector control

Abstract

A turbojet manned aircraft based on vector control belongs to the field of aircraft. In order to solve the problems of complex attitude adjustment and large amount of calculation in existing manned aircraft. The two vector power units in the present invention are arranged along the x-axis direction and symmetrically installed on the left and right sides of the fuselage, and provide thrust for the navigation and attitude adjustment of the aircraft; the man-machine fixing unit and the fuel tank are arranged along the y-axis direction and are respectively installed on the front and rear sides of the fuselage, and the man-machine fixing unit is fixed on the operator's body to achieve the fixation of the aircraft and the operator; the fuel tank is respectively connected to the two vector power units and provides endurance fuel for the two vector power units; the main control unit is installed on the fuselage 1 and is respectively electrically connected to the two vector power units to achieve the control of the thrust vector of each vector power unit, thereby achieving the control of the thrust vector of the aircraft. The present invention is mainly used for personnel transportation.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft and relates to a manned aircraft, in particular to a turbojet manned aircraft based on vector control. Background Art

[0002] With the acceleration of urbanization, increasing urban population density, and rapid economic development, demand for intra-city transportation continues to rise, and the prevalence of private cars is rapidly increasing. However, due to irrational urban transportation design and a long-standing imbalance between urban transportation supply and demand, urban traffic congestion is becoming increasingly frequent, seriously impacting residents' travel safety and urban economic development. Therefore, addressing urban transportation issues is urgent. Furthermore, rescue operations in complex environments such as cities, mountains, and forests primarily rely on manual search and rescue, without reliable means of transportation to expedite the rescue process.

[0003] With the development of technology, manned aircraft have become possible. Micro turbojet engines can provide greater and longer-lasting power, so manned aircraft powered by turbojet engines have become a current development trend. They are particularly advantageous in emergency rescue and preemptive search and rescue in urban traffic congestion and complex terrain.

[0004] Currently, turbojet manned aircraft are primarily categorized into three types: handheld, backpack, and skateboard. Handheld and skateboard aircraft rely heavily on the operator's physical strength and flying experience, and are unable to carry large payloads, making them unsuitable for rescue operations. Backpack aircraft, however, effectively overcome these difficulties. For example, Chinese patent CN114228995A discloses a "jet-type combined-power single-person aircraft," specifically comprising a support frame symmetrically arranged on either side with a turbojet engine assembly for providing vertical thrust and a ducted fan assembly for providing horizontal thrust. The rear side of the support frame is connected to a fuel tank for supplying fuel to the turbojet engine assembly, and the front side of the support frame is connected to a mounting assembly for the operator's back. The support frame also includes a controller for controlling the operating status of the turbojet engine assembly and the ducted fan assembly, as well as a sensor for sensing the operator's movements. The sensor is signal-connected to the controller. This aircraft enables single-person flight and has multiple flight attitudes. However, the flight attitude of this aircraft is achieved based on the combined action of the turbojet engine assembly and the ducted fan assembly. During the attitude adjustment process, the thrust of the turbojet engine assembly and the thrust of the ducted fan assembly need to be continuously adjusted, resulting in a complex solution process, slow response speed, and low efficiency in flight attitude adjustment. In addition, the energy source of this aircraft is not unified. Fuel and electricity are required to power the turbojet engine assembly and the ducted fan assembly respectively. The ducted fan consumes a lot of power, resulting in the need for a larger power supply assembly to improve endurance, which increases the weight of the system. In addition, the ducted fan assembly of this aircraft only provides horizontal thrust and does not contribute to the vertical thrust of the system. The overall weight of the ducted fan assembly is relatively large, which further increases the weight of the system, resulting in a high load and high energy consumption for the aircraft. Summary of the Invention

[0005] In order to solve the above technical problems, the present invention provides a turbojet manned aircraft based on vector control. Under the joint action of a main control unit and two vector power units, the aircraft can change the vector of the resultant force it is subjected to, thereby realizing the adjustment of multiple attitudes of the aircraft. At the same time, the attitude response speed is faster, which can improve the response speed of the aircraft attitude adjustment.

[0006] The technical solution adopted by the present invention to solve the above technical problems is:

[0007] A vector-controlled turbojet manned aircraft comprises a fuselage, two vector power units, a man-machine fixing unit, a fuel tank, and a main control unit. The two vector power units are symmetrically mounted on the left and right sides of the fuselage and provide thrust for the aircraft's navigation and attitude adjustment. The man-machine fixing units and the fuel tank are mounted on the front and rear sides of the fuselage, respectively, and the aircraft and the operator are fixed by the man-machine fixing units. The fuel tank is connected to the two vector power units and provides fuel for the two vector power units to continue their flight. The main control unit is mounted on the fuselage and electrically connected to the two vector power units to control the thrust vector of each vector power unit.

[0008] Each vector power unit includes a power mounting beam, a vector control servo, a vector rocker assembly, N mounting brackets and N turbojet engines; the power mounting beam is mounted on the side of the fuselage; the vector control servo is mounted on one side of the end of the power mounting beam; the vector rocker assembly is mounted on the power mounting beam and has N connections with the power mounting beam, each of which is a rotational connection; the end of the vector rocker assembly close to the vector control servo is the power input end, and is connected to the steering wheel of the vector control servo through the power input end; N mounting brackets are arranged on the vector rocker assembly, and each mounting bracket is located at the rotational connection between the vector rocker assembly and the power mounting beam, and each mounting bracket is installed with a turbojet engine.

[0009] Preferably, the vector swing arm assembly includes N+1 vertical swing arms, N horizontal connecting rods and N bearing shafts; the N+1 vertical swing arms and the N horizontal connecting rods are arranged alternately, and the vertical swing arms and the horizontal connecting rods are hinged in sequence end to end; the head end of the vertical swing arm in the first position is the power input end of the vector swing arm assembly, and is fixedly connected to the steering wheel of the vector control servo, the end of the vertical swing arm in the last position is rotatably connected to the power mounting beam through the bearing shaft, and the middle sections of the remaining vertical swing arms are rotatably connected to the power mounting beam through the bearing shaft; the N mounting frames are respectively installed on the 2nd, 3rd... and N+1th vertical swing arms from front to back.

[0010] Preferably, the fuselage includes a main cross beam and a fuel carrying tank, and the power mounting beams in the two vector power units are respectively installed at both ends of the main cross beam in the length direction; the fuel carrying tank is installed on the back of the main cross beam and is located between the two power mounting beams, and the fuel tank is installed in the fuel carrying tank.

[0011] Preferably, the main body cross beam and the power installation beam are connected via a main body cross beam connector, so that the power installation beam is deflected outward, and the two power installation beams are arranged in an "eight" shape.

[0012] Preferably, the fuel carrying tank is a box structure with an upper opening.

[0013] Preferably, the fuselage further includes a landing support, which is arranged below the fuel carrying tank and fixedly connected to the fuel carrying tank.

[0014] Preferably, the human-machine fixing unit is a strap-type structure.

[0015] Preferably, the fuel tank is a soft fuel tank.

[0016] Preferably, the main control unit includes a support plate, an attitude sensing control module for attitude sensing, data reception and sending control instructions, a positioning module for aircraft attitude sensing, a communication module for transmitting information to the ground, a power supply module for power supply and an electronic speed governor for regulating the thrust of the turbojet engine;

[0017] The support plate is horizontally installed above the fuselage, and the attitude perception control module, positioning module and communication module are fixedly installed on the support plate, and the attitude perception control module is located on the sagittal plane of the aircraft, and there is no shielding around the positioning module and the communication module; the power supply module is installed on the support plate and is respectively electrically connected to the vector control servo, the attitude perception control module, the positioning module, the communication module and the electronic speed regulator; the electronic speed regulator is installed on the back of the fuselage; the information output end of the positioning module is connected to the information input end of the attitude perception control module, the information output end of the attitude perception control module is respectively connected to the information input end of the vector control servo, the communication module and the electronic speed regulator, and the information output end of the electronic speed regulator is connected to the information input end of the turbojet engine.

[0018] Preferably, the aircraft also includes an emergency avoidance unit; the emergency avoidance unit includes an emergency parachute assembly and an airbag, the emergency parachute assembly is installed on the front side of the fuselage and is flush with the operator's head, and the control switch of the emergency parachute assembly is electrically connected to the attitude sensing control module; the airbag is installed in the landing gear, and the control switch of the airbag is electrically connected to the attitude sensing control module.

[0019] The beneficial effects of the present invention compared with the prior art are:

[0020] 1. The present invention achieves a change in the thrust direction of each turbojet engine during flight through the coordination of a vector control servo and a vector rocker assembly. Furthermore, the main control unit (MCU) enables real-time changes in the thrust magnitude of each turbojet engine. Specifically, the aircraft can change the vector of the resultant force under the combined action of the MCU and two vector power units, enabling multi-attitude adjustments of the aircraft. Furthermore, the vector rocker assembly utilizes a parallelogram linkage mechanism, resulting in a simple overall structure and easy operation. Furthermore, the turbojet engine has only one degree of freedom: forward and backward swing. This simple design allows for multi-attitude adjustments of the aircraft, simplifying the calculation process while avoiding the overload associated with complex designs. Furthermore, the present invention utilizes only a turbojet engine as a power source, making it lighter than ducted fans and other methods for providing horizontal thrust, while still providing the same horizontal thrust to enable forward and reverse movement of the aircraft. The vector control servo consumes significantly less power than ducted fans, significantly reducing the weight of the power module while ensuring endurance.

[0021] 2. When adjusting the thrust direction of the turbojet engine, the present invention adopts the cooperation of the vector control servo and the vector rocker assembly, and the response speed is faster than that of the turbojet engine, which can improve the response speed of the aircraft attitude adjustment; in addition, by adjusting the overall angle of the turbojet engine, the thrust loss caused by the traditional vector nozzle method is avoided.

[0022] 3. The present invention reduces the load of the aircraft through the lightweight design of the fuselage, fuel tank and human-machine fixing unit; at the same time, the fuselage is made of high-strength, lightweight materials, which achieves the purpose of lightweighting while ensuring the strength of the fuselage.

[0023] 4. The present invention ensures the safety of the operator in the event of an aircraft failure through the design of an emergency avoidance unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings are incorporated in and constitute a part of this application and are used to provide a further understanding of the present invention.

[0025] Figure 1 It is the front view of the present invention.

[0026] Figure 2 It is a top view of the present invention.

[0027] Figure 3 It is a rear view of the present invention.

[0028] Figure 4 A schematic diagram of the fuselage structure.

[0029] Figure 5 It is an axonometric view of the present invention.

[0030] Figure 6It is a schematic structural diagram of a vector power unit.

[0031] Figure 7 It is a control flowchart of the present invention.

[0032] Explanation of reference numerals: 1 - fuselage; 1-1 - main beam; 1-2 - fuel carrier tank; 1-2-1 - "U"-shaped carrier; 1-2-2 - bottom plate; 1-2-3 - side plate; 1-2-4 - right-angle connector; 1-3 - main beam connector; 1-4 - landing bracket; 1-5 - bottom connector; 2 - vector power unit; 2-1 - power installation beam; 2-2 - vector control servo; 2-3 - vector swing rod assembly; 2-3-1 - vertical swing arm; 2-3-2 - horizontal connecting rod; 2-3-3 - bearing rotating shaft; 2-4 - mounting frame; 2-5 - turbojet engine; 3 - human-machine fixing unit; 3-1 - binding back plate; 3-2 - binding belt; 4 - fuel tank; 5 - main control unit; 5-1 - support plate; 5-2 - attitude perception control module; 5-3 - positioning module; 5-4 - communication module; 5-5 - power supply module; 5-6 - electronic speed governor; 5-7 - information display; 5-8 - control handle; 6 - emergency avoidance unit; 6-1 - emergency parachute assembly; 6-2 - safety airbag. Detailed implementation manners

[0033] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. The following embodiments are used to illustrate the present invention but not to limit the scope of the present invention.

[0034] To better illustrate the motion attitude of the turbojet manned aircraft and the installation positions of each component in this embodiment, in this embodiment, a three-dimensional coordinate system is established with the aircraft as the center, where the forward direction of the aircraft is the y-axis direction, the upward direction of the aircraft is the z-axis direction, and the width direction of the aircraft is the x-axis direction.

[0035] See Figure 1 , Figure 2 and Figure 6The embodiment of the present application provides a turbojet manned aircraft based on vector control, comprising a fuselage 1, two vector power units 2, a man-machine fixing unit 3, a fuel tank 4, and a main control unit 5; the two vector power units 2 are arranged along the x-axis direction and symmetrically mounted on the left and right sides of the fuselage 1, and provide thrust for the navigation and attitude adjustment of the aircraft; the man-machine fixing unit 3 and the fuel tank 4 are arranged along the y-axis direction and are respectively mounted on the front and rear sides of the fuselage 1, and the man-machine fixing unit 3 is fixed to the operator's body to achieve fixation of the aircraft and the operator; the fuel tank 4 is respectively connected to the two vector power units 2 and provides endurance fuel for the two vector power units 2; the main control unit 5 is mounted on the fuselage 1 and electrically connected to the two vector power units 2 respectively to achieve control of the thrust vector of each vector power unit 2, thereby achieving control of the thrust vector of the aircraft;

[0036] Each vector power unit 2 includes a power mounting beam 2-1, a vector control servo 2-2, a vector rocker assembly 2-3, N mounting frames 2-4 and N turbojet engines 2-5; the power mounting beam 2-1 is mounted on the side of the fuselage 1, and the length direction of the power mounting beam 2-1 is consistent with the y-axis direction; the vector control servo 2-2 is mounted on one side of the end of the power mounting beam 2-1; the vector rocker assembly 2-3 is mounted on the power mounting beam 2-1, and the length extension direction of the vector rocker assembly 2-3 is the same as the length direction of the power mounting beam 2-1, and there is a There are N connections, each of which is a rotational connection; the end of the vector rocker assembly 2-3 close to the vector control servo 2-2 is the power input end, and is connected to the steering wheel of the vector control servo 2-2 through the power input end. Under the drive of the vector control servo 2-2, the connection between the vector rocker assembly 2-3 and the power mounting beam 2-1 swings; N mounting frames 2-4 are arranged on the vector rocker assembly 2-3 along the y-axis direction, and each mounting frame 2-4 is at the rotational connection between the vector rocker assembly 2-3 and the power mounting beam 2-1, and each mounting frame 2-4 is installed with a turbojet engine 2-5; wherein, N≥2.

[0037] In this embodiment, since the mounting frame 2-4 is installed at the rotational connection between the vector rocker assembly 2-3 and the power mounting beam 2-1, and the turbojet engine 2-5 is installed on the mounting frame 2-4, the vector rocker assembly 2-3 can drive each turbojet engine 2-5 to rotate around the x-axis (swing forward or backward) under the drive of the vector control servo 2-2, thereby adjusting the thrust direction of each turbojet engine 2-5, and the thrust size of each turbojet engine 2-5 can also be changed under the control of the main control unit 5, thereby changing the resultant thrust of each vector power unit 2. With the continuous adjustment of the thrust direction and thrust size of the turbojet engine 2-5, the adjustment of multiple postures of the aircraft is realized, specifically, the adjustment of postures such as vertical take-off and landing, hovering in the air, forward, backward, pitch motion, yaw motion and roll motion can be realized.

[0038] It should be noted that the number of turbojet engines 2-5 in each vector power unit 2 is at least two. When there are two turbojet engines 2-5, the two turbojet engines 2-5 are symmetrically arranged on both sides of the center of gravity of the aircraft; when the number of turbojet engines 2-5 is greater than two, the center of gravity of the turbojet engines 2-5 as a whole must be balanced with the center of gravity of the aircraft.

[0039] The specific implementation process of each posture of this embodiment is as follows: It should be noted that the initial position of the turbojet engine 2-5 is a vertical arrangement, that is, the axis direction of the turbojet engine 2-5 is the same as the z-axis direction;

[0040] Vertical take-off and landing: The main control unit 5 is used to control the turbojet engines 2-5 on both sides of the fuselage 1 to start simultaneously. All turbojet engines 2-5 generate downward thrust, that is, the thrust is vertically downward and greater than the combined weight of the aircraft and the operator. The aircraft is subjected to an upward force in the opposite direction and overcomes its own gravity and the operator's gravity to rise vertically; when the thrust of the turbojet engines 2-5 on both sides is less than the combined weight of the aircraft and the operator, the aircraft lands vertically.

[0041] Hovering in the air: When the thrust of all turbojet engines 2-5 is vertically downward and equal to the total weight of the aircraft and the operator, the aircraft can hover in the air.

[0042] Horizontal forward / backward: The main control unit 5 is used to control the synchronous and unidirectional rotation of the steering wheels of the vector control servos 2-2 on both sides, and the vector rocker assembly 2-3 drives each turbojet engine 2-5 to swing forward / backward (rotate counterclockwise / clockwise around the x-axis). The turbojet engine 2-5 generates a downward thrust and decomposes the component in the y-axis direction and the component in the z-axis direction. In order to eliminate the thrust in the z-axis direction (vertical thrust), the aircraft can only move forward or backward. In the horizontal forward movement, the thrust value of the turbojet engine 2-5 in the front is greater than the thrust value of the turbojet engine 2-5 at the end. At the same time, the aircraft is able to move forward under the balance of the gravity of the aircraft and the operator; in the horizontal backward movement, the thrust value of the turbojet engine 2-5 in the front is less than the thrust value of the turbojet engine 2-5 at the end. At the same time, the aircraft is able to move backward under the balance of the gravity of the aircraft and the operator.

[0043] Pitch motion: The main control unit 5 is used to control the steering wheels of the vector control servos 2-2 on both sides to rotate synchronously and in the same direction, and the vector rocker assembly 2-3 drives each turbojet engine 2-5 to swing forward (rotate counterclockwise around the x-axis). The direction of the combined thrust of the turbojet engine 2-5 is the pitch direction, that is, a control torque on the pitch angle is formed. The two vector power units 2 drive the aircraft to achieve pitch motion.

[0044] Yaw motion: The main control unit 5 is used to control the steering wheels of the vector control servos 2-2 on the left and right sides to rotate synchronously and in opposite directions, and the vector rocker arm assembly 2-3 is used to drive the turbojet engines 2-5 on the left and right sides to swing in opposite directions, so that the thrust of the turbojet engines 2-5 on the left and right sides is opposite, forming a thrust torque around the z-axis, that is, forming a control torque on the yaw angle. The two vector power units 2 drive the aircraft to achieve yaw motion.

[0045] Rolling motion: The main control unit 5 is used to control the thrust of the left and right turbojet engines 2-5 to change synchronously and in opposite directions. The thrust change of the left and right turbojet engines 2-5 forms a thrust difference between the left and right turbojet engines 2-5, forming a thrust torque around the y-axis, that is, forming a control torque on the roll angle, and the left and right turbojet engines 2-5 drive the aircraft to achieve rolling motion.

[0046] Therefore, in this embodiment, the multi-attitude navigation of the aircraft can be achieved simply by adjusting the yaw angle and thrust of the turbojet engines 2-5 on both sides of the fuselage 1, and the overall solution process is simple. The pitch angle and yaw angle can be adjusted accordingly by simply adjusting the yaw angle of the turbojet engines 2-5, and the roll angle can be adjusted accordingly by adjusting the thrust of the turbojet engines 2-5. At the same time, when adjusting the thrust vector of the turbojet engines 2-5 to form the control torque for adjusting the aircraft's attitude angle, the response speed of the method of adjusting the thrust direction of the turbojet engines 2-5 by cooperating with the vector control servo 2-2 and the vector rocker assembly 2-3 is faster than the response speed of the method of adjusting the thrust of the turbojet engines 2-5. The reason is that the thrust of the turbojet engines 2-5 requires adjusting the power of the oil pump combustion to achieve it, while the present embodiment uses an electronically controlled servo to adjust the thrust direction, thereby improving the response speed of the aircraft's attitude adjustment. In addition, the traditional turbojet engine uses an external nozzle to change the deflection of the tail jet flow to adjust the thrust direction, resulting in thrust loss. However, this embodiment avoids the thrust loss caused by the traditional vector nozzle method by adjusting the overall angle of the turbojet engine 2-5 to adjust the thrust direction of the turbojet engine 2-5.

[0047] Further, such as Figure 6As shown, the vector swing arm assembly 2-3 includes N+1 vertical swing arms 2-3-1, N horizontal connecting rods 2-3-2 and N bearing shafts 2-3-3; the N+1 vertical swing arms 2-3-1 and the N horizontal connecting rods 2-3-2 are alternately arranged along the y-axis direction, and the vertical swing arms 2-3-1 and the horizontal connecting rods 2-3-2 are hinged in sequence end to end; specifically, this embodiment is described by taking three turbojet engines 2-5 as an example, then the corresponding number of vertical swing arms 2-3-1 is 4, and the number of horizontal connecting rods 2-3- The number of 2 is 3, and the four vertical swing arms 2-3-1 are divided from front to back into the first vertical swing arm, the second vertical swing arm, the third vertical swing arm and the fourth vertical swing arm, and the three horizontal connecting rods 2-3-2 are divided from front to back into the first horizontal connecting rod, the second horizontal connecting rod and the third horizontal connecting rod, wherein the first horizontal connecting rod is located between the first vertical swing arm and the second vertical swing arm, the second horizontal connecting rod is located between the second vertical swing arm and the third vertical swing arm, and the third horizontal connecting rod is located between the third vertical swing arm and the fourth vertical swing arm; the first horizontal connecting rod is located between the first vertical swing arm and the second vertical swing arm, and the second horizontal connecting rod is located between the second vertical swing arm and the third vertical swing arm, and the third horizontal connecting rod is located between the third vertical swing arm and the fourth vertical swing arm; the first horizontal connecting rod is located between the first vertical connecting rod and the second vertical swing arm. The end is connected to the tail end of the first vertical swing arm through a pin shaft, the tail end of the first horizontal connecting rod is connected to the head end of the second vertical swing arm through a pin shaft, the head end of the second horizontal connecting rod is connected to the tail end of the second vertical swing arm through a pin shaft, the tail end of the second horizontal connecting rod is connected to the tail end of the third vertical swing arm through a pin shaft, the head end of the third vertical swing arm is connected to the head end of the third horizontal connecting rod through a pin shaft, and the tail end of the third horizontal connecting rod is connected to the head end of the fourth vertical swing arm through a pin shaft; the head end of the vertical swing arm 2-3-1 in the first position is the head end of the vector swing arm assembly 2-3 The power input end is fixedly connected to the steering wheel of the vector control servo 2-2. The end of the vertical swing arm 2-3-1 in the last position is rotatably connected to the power mounting beam 2-1 through the bearing shaft 2-3-3, and the middle sections of the remaining vertical swing arms 2-3-1 are rotatably connected to the power mounting beam 2-1 through the bearing shaft 2-3-3; the three mounting frames 2-4 are respectively installed on the second, third and fourth vertical swing arms 2-3-1 counted from front to back, that is, installed on the second vertical swing arm, the third vertical swing arm and the fourth vertical swing arm.

[0048] It should be noted that the center-to-center distance between the through-holes at the ends of the first and last vertical swing arms 2-3-1 is half the center-to-center distance between the through-holes at the ends of the middle vertical swing arm 2-3-1, i.e., the center-to-center distance between the through-holes at the ends of the first and fourth vertical swing arms is half the center-to-center distance between the through-holes at the ends of the second and third vertical swing arms. Since the horizontal connecting rods 2-3-2 and the power installation beam 2-1 are arranged in parallel, a parallelogram linkage mechanism is formed between each horizontal connecting rod 2-3-2, the power installation beam 2-1, and the two vertical swing arms 2-3-1 connected to the horizontal connecting rods 2-3-2. Adjacent parallelogram linkage mechanisms have collinear swing arms, so when one of the vertical swing arms 2-3-1 yaws, the remaining vertical swing arms 2-3-1 also yaw synchronously, and at the same yaw angle. During the specific implementation of this embodiment, the steering wheel of the vector-controlled servo 2-2 drives the first vertical swing arm to swing, the first vertical swing arm drives the second vertical swing arm to swing through the first horizontal connecting rod, the second vertical swing arm drives the third vertical swing arm to swing through the second horizontal connecting rod, and the third vertical swing arm drives the fourth vertical swing arm to swing through the third horizontal connecting rod; at the same time, each vertical swing arm will drive the corresponding mounting frame 2-4 and turbojet engine 2-5 to produce a forward and backward swing motion, thereby realizing the adjustment of the thrust vector of each turbojet engine 2-5.

[0049] It should also be noted that the horizontal link 2-3-2 and its adjacent vertical swing arm 2-3-1 are connected by a pin shaft, so the connection point has only one-dimensional rotational freedom. This design is simple, intuitive, and lightweight. The first horizontal link 2-3-2 can be replaced by a fisheye bearing link, and the two ends of the fisheye bearing link are universal joints, which can avoid transmission errors caused by servo installation problems.

[0050] Further, such as Figure 4 As shown, the fuselage 1 described in this embodiment is a platform that carries and connects all components of the aircraft, and provides a basis for performance indicators such as safe flight and endurance of the aircraft. Specifically, the fuselage 1 includes a main body crossbeam 1-1 and a fuel carrying tank 1-2. The length direction of the main body crossbeam 1-1 is arranged along the x-axis direction. The power installation beams 2-1 of the two vector power units 2 are respectively installed at both ends of the length direction of the main body crossbeam 1-1; the fuel carrying tank 1-2 is installed on the back side of the main body crossbeam 1-1 and is located between the two power installation beams 2-1. The fuel tank 4 is installed in the fuel carrying tank 1-2.

[0051] Among them, the main beam 1-1 and the power installation beam 2-1 are connected by a main beam connecting piece 1-3. On the main beam connecting piece 1-3, the included angle between the connecting surface for connecting the main beam 1-1 and the connecting surface for connecting the power installation beam 2-1 is an obtuse angle, so that the power installation beam 2-1 swings outward relative to the main beam 1-1, that is, there is a certain included angle between the length direction of the power installation beam 2-1 and the y-axis direction, and further the two power installation beams 2-1 are arranged in a "V" shape to avoid the tail flame and high-temperature airflow of the turbojet engine 2-5 from causing harm to the operator's body. In addition, the main beam 1-1, as the main bearing beam of the aircraft, needs to have high strength and at the same time reduce the weight of the aircraft. Therefore, in this embodiment, the main beam 1-1 is made of aviation aluminum alloy, which has the performance of both light weight and high strength.

[0052] Among them, the fuel carrying tank 1-2 is a box structure with an open top; specifically, the fuel carrying tank 1-2 includes two "U"-shaped carriers 1-2-1, a bottom plate 1-2-2, four side plates 1-2-3 and eight right-angle connectors 1-2-4; the four side plates 1-2-3 are connected end to end in sequence and enclose a rectangular frame body. Two right-angle connectors 1-2-4 arranged up and down are used for fixed connection between adjacent two side plates 1-2-3, that is, two right-angle sides of each right-angle connector 1-2-4 are respectively connected to the corresponding side plates 1-2-3 by two screws to realize the connection of the two side plates 1-2-3; the two "U"-shaped carriers 1-2-1 are arranged side by side along the x-axis direction and the openings face upward, the bottom plate 1-2-2 is arranged at the bottom of the rectangular frame body and is integrally inserted into the two "U"-shaped carriers 1-2-1, and the "U"-shaped carriers 1-2-1 are fixedly connected to the corresponding side plates 1-2-3 and the bottom plate 1-2-2 by multiple bolts; and the main beam 1-1 is connected to the two "U"-shaped carriers 1-2-1 by bolts. In addition, in order to ensure the strength of the fuel carrying tank 1-2 and achieve the purpose of light weight, in this embodiment, the bottom plate 1-2-2 and the side plates 1-2-3 are both carbon fiber thin plates and are set in a hollow shape, and at the same time it is also convenient for the observer to observe the fuel liquid level position.

[0053] It should be noted that in the original text, it is said that the two power installation beams are arranged in an "eight" shape, but in the translation, considering the actual situation, it is more reasonable to translate it as "V" shape to better avoid the influence of the tail flame and high temperature airflow. If there are other special requirements or need to be adjusted according to the specific content, please let me know.In addition, in order to support the takeoff, landing and parking of the aircraft, the fuselage 1 described in this embodiment further includes a landing bracket 1-4. The landing bracket 1-4 is arranged below the fuel tank 1-2 and is fixedly connected by four bottom connectors 1-5. That is, two of the bottom connectors 1-5 are arranged on the front side of the fuel tank 1-2, and each bottom connector 1-5 corresponds to a "U"-shaped carrier 1-2-1. One end of the bottom connector 1-5 is fixed on the corresponding "U"-shaped carrier 1-2-1, and the other end of the bottom connector 1-5 is fixed on the landing bracket 1-4. The other two bottom connectors 1-5 are arranged on the rear side of the fuel tank 1-2, and each bottom connector 1-5 corresponds to a "U"-shaped carrier 1-2-1. One end of the bottom connector 1-5 is fixed on the corresponding "U"-shaped carrier 1-2-1, and the other end of the bottom connector 1-5 is fixed on the landing bracket 1-4.

[0054] In this embodiment, the fuselage 1 is made of high-strength and lightweight materials as a whole, which ensures the bearing capacity of the fuselage 1. At the same time, the hollow design is adopted to reduce the load of the aircraft, reduce the flight energy consumption, and is more conducive to the adjustment of the aircraft attitude.

[0055] Furthermore, in order to reduce the weight of the aircraft, as Figure 5 shown, the human-machine fixing unit 3 in this embodiment is a strap structure. Specifically, the human-machine fixing unit 3 includes a binding backboard 3-1 and six binding straps 3-2. The binding backboard 3-1 is arranged on the front side of the fuselage 1 and is fixedly connected to the main beam 1-1 and the fuel tank 1-2 by bolts. The six binding straps 3-2 are divided into three groups and are arranged along the length direction of the binding backboard 3-1. Two binding straps 3-2 in each group are installed on both sides near the edge of the binding backboard 3-1 along the width direction of the binding backboard 3-1, and specifically, it can be realized by means of perforation fixation. The two binding straps 3-2 at the upper part are used as shoulder binding straps and are fixed by surrounding the shoulders of the operator. The two binding straps 3-2 in the middle are used as waist binding straps and are fixed by surrounding the waist of the operator. The two binding straps 3-2 at the lower part are used as leg binding straps and are fixed by surrounding the thighs of the operator.

[0056] In this embodiment, the binding backboard 3-1 not only provides a fixed position for the binding straps 3-2, but also has a certain bearing capacity to increase the strength of the aircraft. In addition, the binding backboard 3-1 is made with a hollow treatment to reduce the weight of the aircraft and achieve the purpose of lightweight. At the same time, the quality of the binding straps 3-2 themselves is also relatively light. The aircraft is fixed to the operator by means of straps, which can also achieve the purpose of lightweight.

[0057] Furthermore, in order to further reduce the weight of the aircraft, the fuel tank 4 described in this embodiment is a soft fuel tank, and is connected to each turbojet engine 2-5 through an oil pipeline to provide the turbojet engine 2-5 with endurance fuel.

[0058] The flexible fuel tank's fuel filling channels 4-1 are located on both sides of the top of the flexible fuel tank and face the opening above the fuel carrying tank 1-2 for easy fuel filling. Furthermore, the flexible fuel tank can be designed with a special shape to provide a partition inside the tank to prevent the aircraft from becoming unstable due to fuel sloshing during flight.

[0059] Furthermore, in order to realize the automatic control of the aircraft, such as Figure 3 and Figure 7 As shown, the main control unit 5 described in this embodiment includes a support plate 5-1, an attitude sensing control module 5-2 for attitude sensing, data reception and sending control instructions, a positioning module 5-3 for aircraft positioning, a communication module 5-4 for transmitting information to the ground, a power supply module 5-5 for powering, and an electronic speed governor 5-6 for regulating the thrust of the turbojet engine 2-5;

[0060] The support plate 5-1 is horizontally installed above the fuel carrying tank 1-2 and is located between the two fuel filling channels 4-1 of the fuel tank 4, so that the fuel filler port is exposed, which is convenient for filling the fuel tank 4 with fuel; the attitude sensing control module 5-2 is installed on the support plate 5-1 and is located on the sagittal plane of the entire aircraft; the positioning module 5-3 and the communication module 5-4 are arranged on both sides of the attitude sensing control module 5-2, and are respectively fixedly installed on the support plate 5-1 through mounting parts, while ensuring that there is no obstruction around and ensuring the stability of signal transmission; the power supply module 5-5 is installed on the support plate 5-1 and close to one side of the human-machine fixing unit 3 to facilitate the disassembly, replacement or charging of the power supply module 5-5, and at the same time the power supply module Block 5-5 is electrically connected to the vector control servo 2-2, the attitude perception control module 5-2, the positioning module 5-3, the communication module 5-4 and the electronic speed governor 5-6 respectively to realize power supply; the electronic speed governor 5-6 is installed on the back of the fuel carrying tank 1-2, that is, on the side away from the main body crossbeam 1-1, and the information output end of the electronic speed governor 5-6 is connected to the information input end of the turbojet engine 2-5 to realize the adjustment of the thrust of the turbojet engine 2-5; wherein, the information output end of the positioning module 5-3 is connected to the information input end of the attitude perception control module 5-2, and the information output end of the attitude perception control module 5-2 is respectively connected to the information input end of the vector control servo 2-2, the communication module 5-4 and the electronic speed governor 5-6.

[0061] Among them, in order to realize the human-computer interaction mode between the aircraft and the operator, such as Figure 5As shown, the main control unit 5 described in this embodiment also includes an information display 5-7 for receiving and displaying aircraft posture information, engine status data, etc., and two joysticks 5-8 for manually adjusting the aircraft posture. The information display 5-7 is connected to one of the power mounting beams 2-1 via a bracket and is located in front of the operator for easy viewing. The two joysticks 5-8 are installed on both sides of the binding backboard 3-1 near the edge along the width direction of the binding backboard 3-1. The power module 5-5 is electrically connected to the information display 5-7 and the two joysticks 5-8 to provide power. The information input end of the information display 5-7 is connected to the information output end of the attitude sensing control module 5-2, and the information output ends of the two joysticks 5-8 are respectively connected to the information input end of the attitude sensing control module 5-2. In addition, each joystick 5-8 has a joystick and multiple lever switches. The joystick can control the aircraft to achieve forward and backward movements, vertical takeoff and landing, yaw and lateral movement, etc., while the multiple lever switches can be expanded with their own functions, such as manually triggering the emergency avoidance unit 6.

[0062] It should be noted that the attitude perception control module 5-2 is an integrated module, which has attitude perception function and can also realize data reception, calculation and generation of control instructions for sending; since the weight distribution of the aircraft can be considered to be evenly distributed on the left and right, the center of gravity is always in the sagittal plane. In order to make the attitude perception control module 5-2 close to the center of gravity of the aircraft and reduce the control error, the attitude perception control module 5-2 is installed on the sagittal plane of the aircraft.

[0063] In the specific implementation of this embodiment, in the automatic control mode, the positioning module 5-3 transmits the measured position information to the attitude perception control module 5-2. The attitude perception control module 5-2 obtains the attitude of the aircraft by itself, generates control instructions through preset control law calculation, and sends them to the electronic speed governor 5-6 and the vector control servo 2-2. The electronic speed governor 5-6 adjusts the magnitude of the thrust of the turbojet engine 2-5, and the vector control servo 2-2 adjusts the direction of the thrust of the turbojet engine 2-5. With the cooperation of the two vector power units 2, the resultant force and resultant torque required for the aircraft in a certain attitude are adjusted, thereby realizing the adjustment of the aircraft's attitude. In manual control mode, the joystick 5-8 sends a command to the attitude sensing control module 5-2 to adjust the aircraft's target posture. The attitude sensing control module 5-2 then transmits the received command to the electronic speed governor 5-6 and the vector control servo 2-2. The electronic speed governor 5-6 regulates the thrust of the turbojet engine 2-5, and the vector control servo 2-2 regulates the thrust direction of the turbojet engine 2-5. The two vector power units 2 work together to adjust the resultant force and torque required for the aircraft's target posture, thereby achieving adjustment of the aircraft's target posture. Furthermore, this embodiment transmits aircraft information to ground support personnel via the communication module 5-4, enabling ground personnel to monitor the aircraft's status.

[0064] Furthermore, in order to ensure the safety of the operator during the use of the aircraft, Figure 5 As shown, the aircraft described in this embodiment also includes an emergency avoidance unit 6; specifically, the emergency avoidance unit 6 includes an emergency parachute assembly 6-1 and an airbag 6-2, and the emergency parachute assembly 6-1 is installed on the front side of the fuel carrying tank 1-2 through a bracket and is flush with the operator's head. At the same time, the gas cylinder storing compressed air in the emergency parachute assembly 6-1 is placed inside the emergency parachute assembly 6-1, and the trigger switch of the compressed air is electrically connected to the attitude sensing control module 5-2; the airbag 6-2 is installed in the landing gear 1-4 through two brackets, and the control switch of the airbag 6-2 is electrically connected to the attitude sensing control module 5-2.

[0065] In the specific implementation of this embodiment, if the attitude perception control module 5-2 detects that the aircraft has a fault such as overturning, fuel leakage, or inability to maintain flight altitude, or when the operator sends a risk avoidance instruction to the attitude perception control module 5-2 through the joystick 5-8, the attitude perception control module 5-2 controls the turbojet engine 2-5 to shut down and the vector control servo 2-2 to return to the initial position (the vector power unit stops working to ensure the normal operation of the emergency risk avoidance unit), and at the same time opens the emergency parachute assembly 6-1, that is, the attitude perception control module 5-2 triggers the gas cylinder storing compressed air, and the gas cylinder sprays compressed air, causing the internal pressure of the emergency parachute assembly 6-1 to increase rapidly. After exceeding the threshold, the parachute inside the emergency parachute assembly 6-1 pops out and unfolds above the aircraft; the emergency parachute assembly 6-1 is powered by the compressed air to pop out and unfold the parachute above the aircraft. When the aircraft lands close to the ground, the attitude perception control module 5-2 controls the airbag 6-2 to inflate rapidly, and lift the operator's legs and the entire aircraft to reduce the landing impact and achieve installation landing.

[0066] The working process of the present invention is further described below to further demonstrate the working principle and advantages of the present invention:

[0067] First, the operator's back is facing the binding backboard 3-1, and the two binding straps 3-2 at the bottom are respectively wrapped around the operator's two thighs to fix them, the two binding straps 3-2 in the middle are wrapped around the operator's waist to fix them, and the two binding straps 3-2 at the top are respectively wrapped around the operator's shoulders on both sides to fix them, thereby fixing the aircraft and the operator.

[0068] Vertical take-off and landing: When the operator needs to ascend or descend vertically, a signal is sent to the attitude perception control module 5-2 through the joystick 5-8. The attitude perception control module 5-2 controls the turbojet engines 2-5 on both sides of the fuselage 1 to start at the same time. All turbojet engines 2-5 generate downward thrust. The thrust is vertically downward and greater than the combined gravity of the aircraft and the operator. The aircraft is subjected to a reverse upward force and overcomes its own gravity and the operator's gravity to ascend vertically. When the thrust of the turbojet engines 2-5 on both sides is less than the combined gravity of the aircraft and the operator, the aircraft lands vertically.

[0069] Hovering in the air: When the operator needs to hover in the air, a signal is sent to the attitude perception control module 5-2 through the joystick 5-8. The attitude perception control module 5-2 controls the thrust of all turbojet engines 2-5 to be vertically downward and equal to the total gravity of the aircraft and the operator, so that the aircraft can hover in the air.

[0070] Horizontal forward / backward: When the operator needs to move forward horizontally, the operator sends a signal to the attitude perception control module 5-2 through the joystick 5-8, and the attitude perception control module 5-2 controls the steering wheels of the vector control servos 2-2 on both sides to rotate synchronously clockwise, and the steering wheels of the vector control servos 2-2 drive the first vertical swing arm, the first horizontal connecting rod, the second vertical swing arm, the second horizontal connecting rod, the third vertical swing arm, the third horizontal connecting rod and the fourth vertical swing arm to swing in sequence; at the same time, each vertical swing arm will drive the corresponding mounting frame 2-4 and the turbojet engine 2-5 to produce a forward yaw motion, and the turbojet engine 2-5 generates a downward thrust, and decomposes the component force in the y-axis direction and the component force in the z-axis direction. The thrust value of the turbojet engine 2-5 in the front is greater than the thrust value of the turbojet engine 2-5 at the end, and the component force in the z-axis direction is equal to the combined gravity of the aircraft and the operator, thereby realizing the forward movement of the aircraft;

[0071] When the operator needs to retreat horizontally, the operator sends a signal to the attitude perception control module 5-2 through the joystick 5-8, and the attitude perception control module 5-2 controls the steering wheels of the vector control servos 2-2 on both sides to rotate counterclockwise synchronously, and the steering wheels of the vector control servos 2-2 drive the first vertical swing arm, the first horizontal connecting rod, the second vertical swing arm, the second horizontal connecting rod, the third vertical swing arm, the third horizontal connecting rod and the fourth vertical swing arm to swing in turn; at the same time, each vertical swing arm will drive the corresponding mounting frame 2-4 and turbojet engine 2-5 to produce a backward swing motion, the thrust value of the turbojet engine 2-5 in the front is less than the thrust value of the turbojet engine 2-5 at the end, and the component force in the z-axis direction is equal to the combined gravity of the aircraft and the operator, thereby realizing the horizontal retreat of the aircraft.

[0072] Pitch motion: When the operator needs a pitch posture, a signal is sent to the attitude perception control module 5-2 through the operating handle 5-8. The attitude perception control module 5-2 controls the steering wheels of the vector control servos 2-2 on both sides to rotate clockwise synchronously. The steering wheels of the vector control servos 2-2 drive the first vertical swing arm, the first horizontal connecting rod, the second vertical swing arm, the second horizontal connecting rod, the third vertical swing arm, the third horizontal connecting rod and the fourth vertical swing arm to swing in turn; at the same time, each vertical swing arm will drive the corresponding mounting frame 2-4 and the turbojet engine 2-5 to produce a forward yaw motion. The direction of the combined thrust of the turbojet engine 2-5 is the pitch direction, that is, a control torque on the pitch angle is formed, and the component force in the z-axis direction is greater than the combined gravity of the aircraft and the operator. The two vector power units 2 drive the aircraft to achieve pitch motion.

[0073] Yaw motion: When the operator needs to turn, a signal is sent to the attitude perception control module 5-2 through the joystick 5-8. The attitude perception control module 5-2 controls the steering wheels of the vector control servos 2-2 on the left and right sides to rotate synchronously and in opposite directions, and the turbojet engines 2-5 on the left and right sides swing in opposite directions, that is, the vector control servo 2-2 on one side drives the turbojet engine 2-5 to produce a forward yaw motion, and the vector control servo 2-2 on the other side drives the turbojet engine 2-5 to produce a backward yaw motion (the turbojet engine on the right swings forward and the turbojet engine on the left swings backward, which is a left turn, and vice versa). At the same time, the component force in the z-axis direction is equal to the combined gravity of the aircraft and the operator, so that the thrust generated by the turbojet engines 2-5 on the left and right sides in the horizontal direction is opposite, forming a thrust torque around the z-axis, that is, forming a control torque on the yaw angle, and the two vector power units 2 drive the aircraft to achieve yaw motion.

[0074] Rolling motion: When the operator needs to lean to one side, a signal is sent to the attitude sensing control module 5-2 through the joystick 5-8. The attitude sensing control module 5-2 controls the thrust of the left and right turbojet engines 2-5 to change synchronously and in opposite directions. The thrust change of the left and right turbojet engines 2-5 forms a thrust difference between the left and right turbojet engines 2-5, forming a thrust torque around the y-axis, that is, forming a control torque on the roll angle, and the left and right turbojet engines 2-5 drive the aircraft to achieve rolling motion.

[0075] Although the present invention is described herein with reference to specific embodiments, it should be understood that these embodiments are merely illustrative of the principles and applications of the invention. It should be understood that many modifications may be made to the illustrative embodiments, and that other arrangements may be devised, without departing from the spirit and scope of the invention as defined by the appended claims. It should be understood that the various dependent claims and features described herein may be combined in ways other than those described in the original claims. It should also be understood that features described in conjunction with individual embodiments may be employed in conjunction with other described embodiments.

Claims

1. A turbojet manned aircraft based on vector control, characterized by: The invention comprises a fuselage (1), two vector power units (2), a man-machine fixing unit (3), a fuel tank (4) and a main control unit (5); the two vector power units (2) are symmetrically mounted on the left and right sides of the fuselage (1) and provide thrust for the navigation and attitude adjustment of the aircraft; the man-machine fixing unit (3) and the fuel tank (4) are respectively mounted on the front and rear sides of the fuselage (1), and the aircraft and the operator are fixed via the man-machine fixing unit (3); the fuel tank (4) is respectively connected to the two vector power units (2) and provides fuel for the two vector power units (2); the main control unit (5) is mounted on the fuselage (1) and is respectively electrically connected to the two vector power units (2) to realize the control of the thrust vector of each vector power unit (2); Each vector power unit (2) comprises a power mounting beam (2-1), a vector control steering gear (2-2), a vector rocker assembly (2-3), N mounting frames (2-4) and N turbojet engines (2-5); the power mounting beam (2-1) is mounted on the side of the fuselage (1); the vector control steering gear (2-2) is mounted on one side of the end of the power mounting beam (2-1); the vector rocker assembly (2-3) is mounted on the power mounting beam (2-1) and has N connections with the power mounting beam (2-1). The vector rocker assembly (2-3) is connected to the vector control servo (2-2) at one end thereof, and each connection is a rotation connection; the end of the vector rocker assembly (2-3) close to the vector control servo (2-2) is a power input end, and is connected to the steering wheel of the vector control servo (2-2) through the power input end; N mounting frames (2-4) are arranged on the vector rocker assembly (2-3), and each mounting frame (2-4) is located at a rotation connection between the vector rocker assembly (2-3) and the power mounting beam (2-1), and each mounting frame (2-4) is equipped with a turbojet engine (2-5); The vector swing arm assembly (2-3) includes N+1 vertical swing arms (2-3-1), N horizontal connecting rods (2-3-2) and N bearing shafts (2-3-3); the N+1 vertical swing arms (2-3-1) and the N horizontal connecting rods (2-3-2) are arranged alternately, and the vertical swing arms (2-3-1) and the horizontal connecting rods (2-3-2) are hinged in sequence end to end; the head end of the vertical swing arm (2-3-1) in the first position is the power input end of the vector swing arm assembly (2-3) and is fixedly connected to the steering wheel of the vector control servo (2-2); the end of the vertical swing arm (2-3-1) in the last position is rotatably connected to the power installation beam (2-1) through a bearing shaft (2-3-3); the middle sections of the remaining vertical swing arms (2-3-1) are rotatably connected to the power installation beam (2-1) through bearing shafts (2-3-3); and the N mounting frames (2-4) are respectively mounted on the 2nd, 3rd, ... and N+1th vertical swing arms (2-3-1) from the front to the back.

2. A vector-controlled turbojet manned aircraft according to claim 1, characterized in that: The fuselage (1) comprises a main body cross beam (1-1) and a fuel carrying tank (1-2); the power installation beams (2-1) in the two vector power units (2) are respectively installed at both ends of the main body cross beam (1-1) in the length direction; the fuel carrying tank (1-2) is installed on the back of the main body cross beam (1-1) and is located between the two power installation beams (2-1); and the fuel tank (4) is installed in the fuel carrying tank (1-2).

3. A vector-controlled turbojet manned aircraft according to claim 2, characterized in that: The main body cross beam (1-1) and the power installation beam (2-1) are connected via a main body cross beam connector (1-3), so that the power installation beam (2-1) is deflected outward, and the two power installation beams (2-1) are arranged in an "eight" shape.

4. The vector-controlled turbojet manned aircraft according to claim 2, characterized in that: The fuel carrying tank (1-2) is a box structure with an upper opening.

5. The vector-controlled turbojet manned aircraft according to claim 2, characterized in that: The fuselage (1) further comprises a landing support (1-4), wherein the landing support (1-4) is arranged below the fuel carrying tank (1-2) and is fixedly connected to the fuel carrying tank (1-2).

6. The vector-controlled turbojet manned aircraft according to claim 1, characterized in that: The human-machine fixing unit (3) is a strap-type structure.

7. The vector-controlled turbojet manned aircraft according to claim 1, characterized in that: The fuel tank (4) is a soft fuel tank.

8. The vector-controlled turbojet manned aircraft according to claim 1, characterized in that: The main control unit (5) includes a support plate (5-1), an attitude sensing control module (5-2) for attitude sensing, data reception, and sending control instructions, a positioning module (5-3) for aircraft attitude sensing, a communication module (5-4) for transmitting information to the ground, a power supply module (5-5) for power supply, and an electronic speed regulator (5-6) for regulating the thrust of the turbojet engine (2-5); The support plate (5-1) is horizontally mounted above the fuselage (1); the attitude perception control module (5-2), the positioning module (5-3) and the communication module (5-4) are fixedly mounted on the support plate (5-1); the attitude perception control module (5-2) is located on the sagittal plane of the aircraft, and the positioning module (5-3) and the communication module (5-4) are unobstructed; the power supply module (5-5) is mounted on the support plate (5-1) and is respectively connected to the vector control servo (2-2), the attitude perception control module (5-2), the positioning module (5-3) and the communication module (5-4). , a communication module (5-4) and an electronic speed regulator (5-6) are electrically connected; the electronic speed regulator (5-6) is installed on the back of the fuselage (1); the information output end of the positioning module (5-3) is connected to the information input end of the attitude perception control module (5-2), the information output end of the attitude perception control module (5-2) is respectively connected to the information input end of the vector control servo (2-2), the communication module (5-4) and the electronic speed regulator (5-6), and the information output end of the electronic speed regulator (5-6) is connected to the information input end of the turbojet engine (2-5).

9. The vector-controlled turbojet manned aircraft according to claim 1, characterized in that: The aircraft further comprises an emergency avoidance unit (6); the emergency avoidance unit (6) comprises an emergency parachute assembly (6-1) and an airbag (6-2); the emergency parachute assembly (6-1) is mounted on the front side of the fuselage (1) and flush with the operator's head; a control switch of the emergency parachute assembly (6-1) is electrically connected to a posture sensing control module (5-2); the airbag (6-2) is mounted in a landing gear (1-4); and a control switch of the airbag (6-2) is electrically connected to the posture sensing control module (5-2).

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