A decoupled vector duct and distributed electric duct propulsion system

Abstract

The present invention proposes a decoupled vector duct and a distributed electric duct propulsion system. In the vector duct, the traditional tilting duct scheme is abandoned, and the output direction of the duct vector is controlled by multiple thrust jet units opened on the side of the duct, so as to realize the decoupling of the duct vector control and the attitude control. The structure is simple and reliable, which can greatly reduce the weight of the power system and improve the flexibility of control. The decoupled vector duct includes: a duct body, a propeller arranged at the center of the duct body; a plurality of thrust jet units with adjustable openings are distributed on the side wall of the duct body; a plurality of thrust jet units are arranged at intervals along the circumference of the duct body; when the thrust jet unit is in an open state, the gas generated by the propeller can be ejected from the thrust jet unit.

Description

Technical Field

[0001] The present invention relates to a vector duct and an electric ducted propulsion system, and in particular to a decoupled vector duct and a distributed electric ducted propulsion system, and belongs to the technical field of aircraft (including electric vertical take-off and landing aircraft or unmanned aerial vehicle). Background Art

[0002] With the changes in urban transportation patterns, vertical take-off and landing amphibious platforms and vertical take-off and landing aircraft will become the main means of transportation. The vertical take-off and landing platform needs to have a large load capacity, flexible flight attitude control and strong reliability, so a ducted propulsion system suitable for this type of vehicle is urgently needed.

[0003] Vector ducted air combines ducted fan and vector thrust technology. In the field of UAVs, vector ducted UAVs use this propulsion system to achieve more flexible flight control. In electric vertical take-off and landing (eVTOL) aircraft, vector ducted propulsion systems are used to provide the required thrust and control, allowing the aircraft to take off and land vertically and hover in the air.

[0004] At present, most vector ducts use a tilting mechanism to control the duct attitude, and then control the output direction of the duct vector; for example, the Chinese invention patent CN108725777A discloses an amphibious unmanned aerial vehicle based on duct vector propulsion, which adds left and right duct fans for attitude control, and controls the output direction of the duct vector to control the attitude and power of the aircraft, thereby realizing the functions of the aircraft's navigation into and out of the water and stealth. However, its duct vector propulsion system uses a tilting mechanism to control the output direction of the duct vector, which increases the complexity of the system and reduces reliability.

[0005] Chinese invention patent application CN116620580A discloses a tilting ducted vertical take-off and landing UAV, which controls the rotation of the ducted propeller by a tilting mechanism arranged in the fuselage body to change the thrust direction, and arranges a horizontal tail wing hinged with an elevator and a vertical tail wing hinged with a rudder to change the flight direction. The entire propulsion device and direction control device have a relatively complex structure and low safety, and will greatly increase the complexity of system control. Summary of the invention

[0006] In view of this, the present invention proposes a decoupled vector duct, abandoning the traditional tilt-duct solution, and controlling the output direction of the duct vector through multiple thrust jet units opened on the side of the duct, thereby realizing the decoupling of duct vector control and attitude control (that is, there is no need to control the vector thrust through the tilt-duct). The structure is simple and reliable, can greatly reduce the weight of the aircraft power system, and improve the flexibility of control.

[0007] The technical solution of the present invention is: a decoupled vector duct, comprising: a duct body, a propeller arranged at the center of the duct body; a plurality of thrust jet units with adjustable openings are distributed on the side wall of the duct body; the plurality of thrust jet units are arranged at intervals along the circumference of the duct body;

[0008] When the thrust jet unit is in an open state, the gas generated by the propeller can be ejected from the thrust jet unit.

[0009] As a preferred embodiment of the present invention: the thrust jet unit comprises: a drainage channel, an actuating mechanism and a duct window;

[0010] One or more duct windows are provided on the side wall of the duct body, and the duct windows can connect the outer area of ​​the duct body with the area at the center of the duct body where the propeller is installed;

[0011] A drainage channel is installed in each of the duct windows;

[0012] The actuating mechanism is used to drive the drainage channel to move so as to close or open the duct window.

[0013] As a preferred embodiment of the present invention: the drainage channel has a gas flow channel inside; the drainage channel is hinged on the duct window and can rotate around the hinge under the action of an actuating mechanism; when the actuating mechanism is not in operation, the drainage channel closes the duct window; when the actuating mechanism is in operation, the drainage channel rotates inward around its hinge, and the gas flow channel inside the drainage channel connects the central area of ​​the duct body and the external area of ​​the duct body.

[0014] As a preferred embodiment of the present invention: the actuating mechanism comprises: a pitot tube, an air flow channel, a solenoid valve and a spring;

[0015] An annular air flow channel is provided in the duct cavity of the duct body; the pitot tube is installed on the inner wall of the duct below the propeller and is connected to the air flow channel, and is used to introduce the gas generated by the propeller into the air flow channel;

[0016] The air flow channel is connected to the drainage channel through a passage provided with an electromagnetic valve; when the electromagnetic valve is opened, the air in the air flow channel can flow into the drainage channel;

[0017] One end of the spring is connected to the outer wall of the air flow channel, and the other end is connected to the drainage channel. When the solenoid valve is closed, the drainage channel fits with the inner wall of the duct under the action of the spring, so that the duct window is in a closed state.

[0018] As a preferred embodiment of the present invention, the opening of the solenoid valve is controlled to change the amount of air introduced into the drainage channel through the air flow channel, thereby changing the opening of the drainage channel.

[0019] In addition, the present invention provides a distributed electric ducted propulsion system, characterized in that it comprises: a plurality of vector ducts symmetrically distributed on both sides of the main body or uniformly distributed around the main body;

[0020] The vector duct is the above-mentioned decoupled vector duct.

[0021] As a preferred embodiment of the present invention: the main body is an aircraft body or an amphibious platform.

[0022] Beneficial effects:

[0023] (1) In the decoupled vector duct provided by the present invention, m (m is a positive integer) thrust jet units with adjustable openings are opened on the side of the duct. When the thrust jet units are opened, the gas generated by the propeller can be ejected from the thrust jet units. Therefore, by controlling the opening and closing of the thrust jet units, the flight direction and speed of the aircraft can be changed. Therefore, there is no need to separately set up a horizontal flight thrust duct or other thrust system, which can greatly reduce the weight of the aircraft power system and improve the flexibility of control.

[0024] (2) In the decoupled vector duct of the present invention, the opening and closing of the drainage channel on the decoupled vector duct is controlled by an actuating mechanism to realize the opening and closing of the thrust jet unit; the drainage channel is opened only during use, and is closed when not in use, overlapping with the inner wall of the decoupled vector duct, thereby minimizing the impact on the duct thrust.

[0025] (3) In the decoupled vector duct of the present invention, the actuating mechanism utilizes the gas generated by the propeller to move. The gas generated by the propeller is diverted through the airspeed tube by controlling the solenoid valve. The diverted gas provides the power source for opening and closing the thrust jet unit, thereby eliminating complex actuating mechanisms such as motors and providing power only through the diverted air. The structure is simple.

[0026] (4) In the distributed electric ducted propulsion system of the present invention, a plurality of decoupled vector ducts are symmetrically or evenly distributed around the main body of the aircraft. The decoupled vector ducts generate lift for vertical take-off and landing and thrust for changing the flight direction, thereby eliminating the weight of the duct tilting mechanism and improving reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0028] Figure 1 Schematic diagram of the top view of the decoupled vector duct in Example 1;

[0029] Figure 2 It is a schematic diagram of a half-section structure of a decoupled vector duct in Example 1;

[0030] Figure 3 Schematic diagram of the thrust jet unit in the decoupled vector duct in Example 1 (the thrust jet unit is in a closed state at this time);

[0031] Figure 4 It is a schematic diagram of the thrust jet unit of the decoupled vector duct in Example 1 in an open state;

[0032] Figure 5 Schematic diagram of a four-ducted distributed electric ducted propulsion system in Example 3;

[0033] Figure 6 This is a schematic diagram of the forward working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0034] Figure 7 This is a schematic diagram of the left 45° forward working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0035] Figure 8 It is a schematic diagram of the left 0-45° forward working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0036] Fig. 9 It is a schematic diagram of the left 45°-135° travel working mode of the four-duct distributed electric ducted propulsion system in Example 3;

[0037] Fig.10 This is a schematic diagram of the right 45° forward working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0038] Fig.11 This is a schematic diagram of the right 0-45° forward working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0039] Fig.12 It is a schematic diagram of the right 45°-135° travel working mode of the four-duct distributed electric ducted propulsion system in Example 3;

[0040] Fig.13 Schematic diagram of the reverse working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0041] Fig.14 This is a schematic diagram of the left 135° backward working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0042] Fig.15 It is a schematic diagram of the left 135°-180° backward working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0043] Fig.16 This is a schematic diagram of the right 135° astern working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0044] Fig.17 It is a schematic diagram of the right 135°-180° backward working mode of the four-ducted distributed electric ducted propulsion system in Example 3;

[0045] Fig.18 Schematic diagram of three special working modes of the four-duct distributed ducted propulsion system in Example 3: forward-then-stop mode, high-speed forward mode, and rotation mode;

[0046] Fig.19 Schematic diagram of a six-duct distributed electric ducted propulsion system in Example 4;

[0047] Fig. 20 It is a schematic diagram of the forward working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0048] Fig.21 This is a schematic diagram of the left 45° forward working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0049] Fig. 22 It is a schematic diagram of the left 0-45° forward working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0050] Fig.23 It is a schematic diagram of the left 45°-135° travel working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0051] Fig.24 This is a schematic diagram of the right 45° forward working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0052] Fig.25 It is a schematic diagram of the right 0-45° forward working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0053] Fig.26It is a schematic diagram of the right 45°-135° traveling working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0054] Fig. 27 It is a schematic diagram of the reverse working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0055] Fig.28 It is a schematic diagram of the left 135° backward working mode of the six-ducted distributed electric ducted propulsion system in Example 4;

[0056] Fig.29 It is a schematic diagram of the left 135°-180° backward working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0057] Fig.30 This is a schematic diagram of the right 135° astern working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0058] Fig.31 It is a schematic diagram of the right 135°-180° backward working mode of the six-duct distributed electric ducted propulsion system in Example 4;

[0059] Among them: 1-machine body, 2-duct support;

[0060] 3-first decoupled vector duct, 301-first thrust jet unit of the first decoupled vector duct, 302-second thrust jet unit of the first decoupled vector duct, 303-third thrust jet unit of the first decoupled vector duct;

[0061] 4-a second decoupled vector duct, 401-a first thrust jet unit of the second decoupled vector duct, 402-a second thrust jet unit of the second decoupled vector duct, 403-a third thrust jet unit of the second decoupled vector duct;

[0062] 5-third decoupled vector duct, 501-third decoupled vector duct first thrust jet unit, 502-third decoupled vector duct second thrust jet unit, 503-third decoupled vector duct third thrust jet unit;

[0063] 6-the fourth decoupled vector duct, 601-the first thrust jet unit of the fourth decoupled vector duct, 602-the second thrust jet unit of the fourth decoupled vector duct, 603-the third thrust jet unit of the fourth decoupled vector duct;

[0064] 7-fifth decoupled vector duct, 701-fifth decoupled vector duct first thrust jet unit, 702-fifth decoupled vector duct second thrust jet unit, 703-fifth decoupled vector duct third thrust jet unit;

[0065] 8-sixth decoupled vector duct, 801-first thrust jet unit of the sixth decoupled vector duct, 802-second thrust jet unit of the sixth decoupled vector duct, 803-third thrust jet unit of the sixth decoupled vector duct;

[0066] 9-thrust jet unit, 901-drainage channel, 902-duct window, 10-duct body, 11-pitot tube, 12-propeller, 13-actuating mechanism, 1301-air flow channel, 1302-spring. DETAILED DESCRIPTION

[0067] The technical solutions in the embodiments of the present invention are described clearly and completely below. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0068] The present invention is described in detail below in conjunction with the accompanying drawings and preferred embodiments, so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby making a clearer and more definite definition of the protection scope of the present invention.

[0069] The present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive.

[0070] In the description of the embodiment of the present invention, it should be noted that the terms "left", "right", "front", and "rear" used herein refer to the orientation for the driver, which is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance. In the description of the embodiment of the present invention, "multiple" represents at least 2. In the description of the embodiment of the present invention, it should also be noted that unless otherwise clearly specified and limited, if the terms "set", "install", and "connect" appear, they should be understood in a broad sense, for example, they can be fixedly connected, detachably connected, or integrally connected; they can be mechanically connected or electrically connected; they can be directly connected, or indirectly connected through an intermediate medium, or they can be internally connected between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0071] Embodiment 1:

[0072] This embodiment provides a decoupled vector duct. Compared with the traditional tilting duct solution, the vector thrust control is directly achieved through a number of thrust jet units opened on the side of the duct. It has a simple structure and can greatly reduce the weight of the duct propulsion system and improve the flexibility of control.

[0073] like Figure 1-Figure 4 As shown, the vector duct includes: a duct body 10, a propeller 12 arranged at the center of the duct body 10, and a plurality of (more than one) thrust jet units 9 with adjustable openings arranged on the side wall of the duct body 10. The plurality of thrust jet units are arranged at intervals along the circumference of the duct body 10, and the specific arrangement positions are determined according to the thrust vector adjustment requirements, such as the position of the vector duct in the overall duct propulsion system.

[0074] The opening of the thrust jet unit is adjustable (i.e., it can be opened or closed as needed, and the opening size is adjustable). After the thrust jet unit is opened, the high-speed gas generated by the propeller 12 can be ejected from the thrust jet unit; and then, by coordinating the switches of the thrust jet units at different positions, the vector duct can generate thrust in different directions; and the thrust size can be adjusted by controlling the opening and closing degree of the thrust jet unit (i.e., the opening size).

[0075] This form of vector duct achieves the decoupling of duct vector control and attitude control (i.e., there is no need to control vector thrust by tilting the duct), and has high control flexibility.

[0076] A specific structural form of the above-mentioned vector duct is given below.

[0077] like Figure 3 and Figure 4 As shown, the thrust jet unit includes: a drainage channel 901, an actuating mechanism 13 and a duct window 902; one or more duct windows 902 are opened on the duct wall of the duct body 10 (that is, the duct outer wall and the duct inner wall are provided with connected duct windows 902, and the duct windows 902 are connected to the area where the propeller 12 is installed in the center of the duct body 10); a "drawer" type drainage channel 901 is installed in each duct window 902.

[0078] As an example, Figure 1 As shown, three duct windows 902 are opened on the duct wall of the vector duct, and a "drawer" type drainage channel 901 is installed in each duct window 902; thus, there are three thrust jet units 9 on the vector duct, such as Figure 1 As shown, taking the thrust jet unit 9 located at the top center as a reference, the second thrust jet unit 9 is arranged at a position 45° counterclockwise therefrom, and the third thrust jet unit 9 is arranged at a position 90° counterclockwise therefrom.

[0079] like Figure 4 As shown, the drainage channel 901 has a gas flow channel inside, and the drainage channel 901 is hinged on the duct window 902, and can rotate around the hinge under the action of the actuating mechanism 13; when the actuating mechanism is not in action, the drainage channel 901 closes the duct window 902, and the airflow generated by the propeller 12 only generates vertical thrust; after the actuating mechanism is in action, when the drainage channel 901 rotates inward around its hinge, the gas flow channel inside the drainage channel 901 connects the central area of ​​the duct body 10 and the external area of ​​the duct body 10, and most of the airflow generated by the propeller 12 generates vertical thrust, and a part of it is drained to the outside of the duct through the drainage channel 901 to generate horizontal thrust.

[0080] As an example, the drainage channel 901 has a fan-shaped cross-section, and its interior is hollow as a gas flow channel; the drainage channel 901 is located in the duct window 902, and the bottom edge is hinged to the inner wall of the duct at the duct window 902; one end face of the drainage channel 901 is closed, and when the actuator is not in operation, the closed end is located at the position of the duct window 902 on the inner wall of the duct, closing the duct window 902 on the inner wall of the duct; thus, when the actuator pushes the drainage channel 901 to rotate inward around its hinge, the airflow generated by the propeller 12 can flow to the outside of the gas flow channel of the duct through the gas flow channel inside the drainage channel 901.

[0081] The actuating mechanism 13 includes: a pitot tube 11, an air flow channel 1301, a solenoid valve and a spring 1302; the duct body 10 has an annular duct outer wall, an annular duct inner wall and an annular duct cavity between the duct outer wall and the duct inner wall; an annular air flow channel 1301 is arranged in the duct cavity; the pitot tube 11 is installed on the inner side of the duct inner wall below the propeller 12 and is connected to the air flow channel 1301; the high-speed gas generated by the propeller 12 can be introduced into the air flow channel 1301 through the pitot tube 11. The air channel 1301 is connected to the drainage channel 901 through a passage provided with a solenoid valve (i.e., connected to the gas passage in the drainage channel 901); and the passage provided with the solenoid valve faces the closed end of the drainage channel 901; when the solenoid valve is opened, the air in the air channel 1301 can flow into the drainage channel 901; one end of the spring 1302 is connected to the outer wall of the air channel 1301, and the other end is connected to the closed end of the drainage channel 901; when the solenoid valve is closed, the closed end of the drainage channel 901 fits with the inner wall of the duct under the action of the spring 1302, so that the duct window 902 is in a closed state. The solenoid valve is controlled by an external control unit, and is opened or closed according to the control signal received from the external control unit.

[0082] The method of controlling the opening and closing of the duct window 902 by the actuating mechanism 13 is as follows: when the propeller 12 rotates, under the action of the pitot tube 11, high-speed and high-pressure air continuously flows through the air flow channel 1301; when it is necessary to change the vector duct attitude, the opening and closing of the solenoid valve is controlled by a control signal, thereby controlling whether the air in the air flow channel 1301 flows into the drainage channel 901. When the solenoid valve is closed, the drainage channel 901 fits against the inner wall of the duct under the action of the spring 1302, and the duct window 902 is in a closed state; when the solenoid valve is opened, the air in the air channel 1301 flows into the drainage channel 901, and the force is greater than the pulling force of the spring 1302, thereby pushing the drainage channel 901 to rotate inward to form a certain angle with the inner wall of the duct, so that the duct window 902 is in an open state (according to the size of the opening of the solenoid valve, the size of the airflow introduced into the drainage channel 901 through the air channel 1301 is changed, and then the thrust on the drainage channel 901 is changed, so as to change the opening of the drainage channel 901 and adjust the opening and closing size of the thrust jet unit). Different thrust sizes are achieved according to the opening and closing degree of the drainage channel 901; and by coordinating the opening and closing of the duct window 902 at different positions, the vector duct can generate thrust in different directions; after the solenoid valve is closed, the drainage channel 901 is reset under the action of the spring 1302, and the duct window 902 is closed.

[0083] like Figure 4 As shown, it is a schematic diagram of the open state of the duct window 902 of the decoupled vector duct. When the duct window 902 is opened, most of the airflow generated by the propeller 12 generates thrust, and a part of it is diverted to the outside of the duct through the diversion channel 901 to generate horizontal thrust; when the duct window 902 is closed, the airflow generated by the propeller 12 only generates vertical thrust.

[0084] Embodiment 2:

[0085] Based on the above-mentioned decoupled vector duct, this embodiment provides a distributed electric ducted propulsion system.

[0086] The distributed electric ducted propulsion system includes: a plurality of decoupled vector ducts of the structural form in the above-mentioned embodiment 1, which are symmetrically distributed on both sides of the main body or evenly distributed around the main body; the decoupled vector ducts are supported on the main body by duct supports 2; wherein the main body can be the fuselage 1 of the aircraft or the land-air amphibious platform; when used for the fuselage 1, the decoupled vector ducts of this structural form generate lift for vertical take-off and landing and thrust for changing the flight direction, which can save the weight of the duct tilting mechanism and improve reliability.

[0087] This distributed electric ducted propulsion system is suitable for large-load, high-reliability land and air amphibious combat and transportation vehicles. It uses a decoupled vector duct to replace the traditional tilt-turn duct. On the basis of simple and reliable structure, it realizes the switching of flight attitude in the air by adjusting the opening size of the thrust jet unit 9, the opening and closing combination of multiple thrust jet units 9 on different decoupled vector ducts, and the opening time, including forward and backward directions, emergency stops, and rotation on the spot.

[0088] Embodiment 3:

[0089] like Figure 5 As shown, on the basis of the above-mentioned embodiment 2, this embodiment provides a four-duct distributed electric ducted propulsion system, which includes a first decoupled vector duct 3, a second decoupled vector duct 4, a third decoupled vector duct 5 and a fourth decoupled vector duct 6 arranged on the body 1; that is, the four decoupled vector ducts together constitute the ducted propulsion system; wherein the first decoupled vector duct 3 and the second decoupled vector duct 4 are located on the left and right sides of the front end of the body 1, and the third decoupled vector duct 5 and the fourth decoupled vector duct 6 are located on the left and right sides of the rear end of the body 1.

[0090] The duct wall of the first decoupled vector duct 3 is provided with a first decoupled vector duct first thrust jet unit 301 located in the front position, a first decoupled vector duct second thrust jet unit 302 located 45° to the left of the first decoupled vector duct first thrust jet unit 301, and a first decoupled vector duct third thrust jet unit 303 located 135° to the left of the first decoupled vector duct first thrust jet unit 301.

[0091] The duct wall of the second decoupled vector duct 4 is provided with a second decoupled vector duct first thrust jet unit 401 located in the front position, a second decoupled vector duct second thrust jet unit 402 located 45° to the right of the second decoupled vector duct first thrust jet unit 401, and a second decoupled vector duct third thrust jet unit 403 located 135° to the right of the second decoupled vector duct first thrust jet unit 401.

[0092] The duct wall of the third decoupled vector duct 5 is provided with a third decoupled vector duct first thrust jet unit 501 located at the rear position, a third decoupled vector duct second thrust jet unit 502 located 135° to the left of the third decoupled vector duct first thrust jet unit 501, and a third decoupled vector duct third thrust jet unit 503 located 45° to the left of the third decoupled vector duct first thrust jet unit 501.

[0093] The duct wall of the fourth decoupled vector duct 6 is provided with a fourth decoupled vector duct first thrust jet unit 601 located at the rear position, a fourth decoupled vector duct second thrust jet unit 602 located 135° to the right of the fourth decoupled vector duct first thrust jet unit 601, and a fourth decoupled vector duct third thrust jet unit 603 located 45° to the right of the fourth decoupled vector duct first thrust jet unit 601.

[0094] The following describes the different flight states in turn:

[0095] like Figure 6 As shown, in the four-duct forward working mode, the third decoupled vector duct first thrust jet unit 501 and the fourth decoupled vector duct first thrust jet unit 601 are all opened, and air is drawn from the center of the corresponding vector duct and ejected backwards, generating forward thrust for the fuselage 1, thus entering the four-duct forward working mode.

[0096] like Figure 7 As shown, in the four-duct left 45° forward working mode, the second decoupled vector duct third thrust jet unit 403 and the fourth decoupled vector duct third thrust jet unit 603 are all opened, air is drawn from the duct and sprayed at 45° to the right rear, generating a thrust of 45° to the left front on the fuselage 1, thus entering the four-duct left 45° forward working mode.

[0097] like Figure 8 As shown, in the four-duct left 0-45° forward working mode, the third thrust jet unit 403 of the second decoupled vector duct, the third thrust jet unit 603 of the fourth decoupled vector duct, the first thrust jet unit 501 of the third decoupled vector duct and the first thrust jet unit 601 of the fourth decoupled vector duct are opened, and the greater the angle of deviation from the front, the larger the openings of the third thrust jet unit 403 of the second decoupled vector duct and the third thrust jet unit 603 of the fourth decoupled vector duct, and the smaller the openings of the first thrust jet unit 501 of the third decoupled vector duct and the first thrust jet unit 601 of the fourth decoupled vector duct.

[0098] like Fig. 9As shown, in the four-duct left 45°-135° left moving working mode, the second decoupled vector duct second thrust jet unit 402, the second decoupled vector duct third thrust jet unit 403, the fourth decoupled vector duct second thrust jet unit 602 and the fourth decoupled vector duct third thrust jet unit 603 are turned on, and when working in the left 45°-90° moving mode, the opening sizes of the second decoupled vector duct third thrust jet unit 403 and the fourth decoupled vector duct third thrust jet unit 603 are larger than the opening sizes of the second decoupled vector duct second thrust jet unit 402 and the fourth decoupled vector duct second thrust jet unit 602. When working at 90° to the left, the opening sizes of the fourth decoupled vector ducted second thrust jet unit 602 and the fourth decoupled vector ducted third thrust jet unit 603, the second decoupled vector ducted second thrust jet unit 402 and the second decoupled vector ducted third thrust jet unit 403 are equal. When working at 90°-135° to the left, the opening sizes of the fourth decoupled vector ducted second thrust jet unit 602 and the second decoupled vector ducted second thrust jet unit 402 are larger than the opening sizes of the fourth decoupled vector ducted third thrust jet unit 603 and the second decoupled vector ducted third thrust jet unit 403.

[0099] like Fig.10 As shown, in the four-duct right 45° forward working mode, the third thrust jet unit 303 of the first decoupled vector duct and the third thrust jet unit 503 of the third decoupled vector duct are both opened, air is drawn from the duct and sprayed 45° to the left rear, generating a thrust of 45° to the right front on the fuselage 1, thus entering the four-duct right 45° forward working mode.

[0100] like Fig.11 As shown, in the four-duct right 0-45° forward working mode, the third thrust jet unit 303 of the first decoupled vector duct, the third thrust jet unit 503 of the third decoupled vector duct, the first thrust jet unit 501 of the third decoupled vector duct and the first thrust jet unit 601 of the fourth decoupled vector duct are opened, and the greater the angle of deviation from the front, the larger the openings of the third thrust jet unit 303 of the first decoupled vector duct and the third thrust jet unit 503 of the third decoupled vector duct, and the smaller the openings of the first thrust jet unit 501 of the third decoupled vector duct and the first thrust jet unit 601 of the fourth decoupled vector duct are.

[0101] like Fig.12As shown, in the four-duct left 45°-135° right travel working mode, the second thrust jet unit 302 of the first decoupled vector duct, the third thrust jet unit 303 of the first decoupled vector duct, the second thrust jet unit 502 of the third decoupled vector duct and the third thrust jet unit 503 of the third decoupled vector duct are turned on, and when working in the right 45°-90° travel mode, the opening size of the third thrust jet unit 303 of the first decoupled vector duct and the third thrust jet unit 503 of the third decoupled vector duct is larger than that of the second thrust jet unit 302 of the first decoupled vector duct and the second thrust jet unit 502 of the third decoupled vector duct. When working at right 90°, the opening sizes of the first decoupled vector ducted second thrust jet unit 302, the first decoupled vector ducted third thrust jet unit 303, the third decoupled vector ducted second thrust jet unit 502 and the third decoupled vector ducted third thrust jet unit 503 are equal. When working at right 90°-135°, the opening sizes of the first decoupled vector ducted second thrust jet unit 302 and the third decoupled vector ducted second thrust jet unit 502 are larger than the opening sizes of the first decoupled vector ducted third thrust jet unit 303 and the third decoupled vector ducted third thrust jet unit 503.

[0102] like Fig.13 As shown, in the four-duct astern working mode, the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401 are all opened, air is drawn from the duct and ejected forward, and a backward thrust is generated on the fuselage 1, thus entering the four-duct astern working mode.

[0103] like Fig.14 As shown, in the four-duct left 135° backward working mode, the second decoupled vector duct second thrust jet unit 402 and the fourth decoupled vector duct second thrust jet unit 602 are all opened, air is drawn from the duct and sprayed 45° to the right front, generating a thrust of 45° to the left rear on the fuselage 1, thus entering the four-duct left 135° backward working mode.

[0104] like Fig.15 As shown, in the four-duct left 135°-180° backward working mode, the second decoupled vector duct second thrust jet unit 402, the fourth decoupled vector duct second thrust jet unit 602, the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401 are opened, and the greater the angle of deviation from the rear, the larger the openings of the second decoupled vector duct second thrust jet unit 402 and the fourth decoupled vector duct second thrust jet unit 602, and the smaller the openings of the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401.

[0105] like Fig.16 As shown, in the four-duct right 135° backward working mode, the first decoupled vector duct second thrust jet unit 302 and the third decoupled vector duct second thrust jet unit 502 are all opened, air is drawn from the duct and sprayed 45° to the left front, generating a thrust of 45° to the right rear on the fuselage 1, thus entering the four-duct right 135° backward working mode.

[0106] like Fig.17 As shown, in the four-duct right 135°-180° backward working mode, the second thrust jet unit 302 of the first decoupled vector duct, the second thrust jet unit 502 of the third decoupled vector duct, the first thrust jet unit 301 of the first decoupled vector duct and the first thrust jet unit 401 of the second decoupled vector duct are opened, and the greater the angle of deviation from the rear, the larger the openings of the second thrust jet unit 302 of the first decoupled vector duct and the second thrust jet unit 502 of the third decoupled vector duct, and the smaller the openings of the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401.

[0107] In addition to the above-mentioned easy-to-think-of working methods, Fig.18 Three special working conditions are listed. When the amphibious platform equipped with the propulsion system needs to stop after moving, taking the forward and then stop mode as an example, it is first in the four-duct forward working mode, and the third decoupled vector duct first thrust jet unit 501 and the fourth decoupled vector duct first thrust jet unit 601 are all opened; when it is necessary to stop, according to the required thrust direction and size, the solenoid valve actuating mechanism 13 controls the opening and closing degree of the first decoupled vector duct first thrust jet unit 301, the first decoupled vector duct second thrust jet unit 302, the second decoupled vector duct first thrust jet unit 401, and the second decoupled vector duct second thrust jet unit 402, and adjusts them in real time as needed.

[0108] When an amphibious platform needs to move at high speed, such as Figure 6 If the four-duct forward working mode shown cannot meet the thrust required for high-speed forward movement, then while the third decoupled vector duct first thrust jet unit 501 and the fourth decoupled vector duct first thrust jet unit 601 are turned on, the third decoupled vector duct third thrust jet unit 503 and the fourth decoupled vector duct third thrust jet unit 603 are also controlled to be turned on, and according to the direction and size of the required thrust, the opening and closing degrees of the third decoupled vector duct first thrust jet unit 501, the third decoupled vector duct third thrust jet unit 503, the fourth decoupled vector duct first thrust jet unit 601 and the fourth decoupled vector duct third thrust jet unit 603 are controlled through the solenoid valve actuating mechanism 13, and are adjusted in real time as needed.

[0109] When the land-air amphibious platform needs to rotate, according to the direction and size of the thrust required for the rotation, the opening and closing degrees of the first decoupled vector ducted first thrust jet unit 301, the first decoupled vector ducted second thrust jet unit 302, the first decoupled vector ducted third thrust jet unit 303, the second decoupled vector ducted first thrust jet unit 401, the second decoupled vector ducted second thrust jet unit 402, the second decoupled vector ducted third thrust jet unit 403, the third decoupled vector ducted first thrust jet unit 501, the third decoupled vector ducted second thrust jet unit 502, the third decoupled vector ducted third thrust jet unit 503, the fourth decoupled vector ducted first thrust jet unit 601, the fourth decoupled vector ducted second thrust jet unit 602, and the fourth decoupled vector ducted third thrust jet unit 603 are controlled by the actuating mechanism 13, and are adjusted in real time as needed.

[0110] Embodiment 4:

[0111] Based on the above-mentioned embodiment 2, this embodiment provides a six-duct distributed electric ducted propulsion system, such as Fig.19 As shown, the propulsion system includes a first decoupled vector duct 3, a second decoupled vector duct 4, a third decoupled vector duct 5, a fourth decoupled vector duct 6, a fifth decoupled vector duct 7, and a sixth decoupled vector duct 8, which are installed on the body 1 through a duct support 2. That is, six decoupled vector ducts together constitute the duct propulsion system; wherein the first decoupled vector duct 3, the second decoupled vector duct 4, and the third decoupled vector duct 5 are located on the left side of the body 1, and the fourth decoupled vector duct 6, the fifth decoupled vector duct 7, and the sixth decoupled vector duct 8 are located on the right side of the body 1.

[0112] The duct wall of the first decoupled vector duct 3 is provided with a first decoupled vector duct first thrust jet unit 301 located in the front position, a first decoupled vector duct second thrust jet unit 302 located 45° to the left of the first decoupled vector duct first thrust jet unit 301, and a first decoupled vector duct third thrust jet unit 303 located 135° to the left of the first decoupled vector duct first thrust jet unit 301.

[0113] The duct wall of the second decoupled vector duct 4 is provided with a second decoupled vector duct first thrust jet unit 401 located in the front position, a second decoupled vector duct second thrust jet unit 402 located 45° to the right of the second decoupled vector duct first thrust jet unit 401, and a second decoupled vector duct third thrust jet unit 403 located 135° to the right of the second decoupled vector duct first thrust jet unit 401.

[0114] The duct wall of the third decoupled vector duct 5 is provided with a third decoupled vector duct first thrust jet unit 501 located at the rear position, a third decoupled vector duct second thrust jet unit 502 located 135° to the left of the third decoupled vector duct first thrust jet unit 501, and a third decoupled vector duct third thrust jet unit 503 located 45° to the left of the third decoupled vector duct first thrust jet unit 501.

[0115] The duct wall of the fourth decoupled vector duct 6 is provided with a fourth decoupled vector duct first thrust jet unit 601 located at the rear position, a fourth decoupled vector duct second thrust jet unit 602 located 135° to the right of the fourth decoupled vector duct first thrust jet unit 601, and a fourth decoupled vector duct third thrust jet unit 603 located 45° to the right of the fourth decoupled vector duct first thrust jet unit 601.

[0116] The duct wall of the fifth decoupled vector duct 7 is provided with a fifth decoupled vector duct first thrust jet unit 701 facing the left side, a fifth decoupled vector duct second thrust jet unit 702 and a fifth decoupled vector duct third thrust jet unit 703 located at 45° clockwise and 45° counterclockwise of the fifth decoupled vector duct first thrust jet unit 701 respectively.

[0117] The duct wall of the sixth decoupled vector duct 8 is provided with a sixth decoupled vector duct first thrust jet unit 801 facing the right side, a sixth decoupled vector duct second thrust jet unit 802 and a sixth decoupled vector duct third thrust jet unit 803 which are respectively located 15° counterclockwise and 15° clockwise from the sixth decoupled vector duct first thrust jet unit 801.

[0118] The following describes the different flight states in turn:

[0119] like Fig. 20 As shown, in the six-duct forward working mode, the third decoupled vector duct first thrust jet unit 501 and the fourth decoupled vector duct first thrust jet unit 601 are all opened, air is drawn from the duct center and ejected backwards, generating forward thrust to the fuselage 1, thus entering the six-duct forward working mode.

[0120] like Fig.21As shown, in the six-duct left 45° forward working mode, the second decoupled vector duct third thrust jet unit 403, the fourth decoupled vector duct third thrust jet unit 603 and the sixth decoupled vector duct third thrust jet unit 803 are all opened, air is drawn from the duct and sprayed at 45° to the right rear, generating a thrust of 45° to the left front on the fuselage 1, thus entering the six-duct left 45° forward working mode.

[0121] like Fig. 22 As shown, in the six-duct left 0-45° forward working mode, the second decoupled vector duct third thrust jet unit 403, the fourth decoupled vector duct third thrust jet unit 603, the sixth decoupled vector duct third thrust jet unit 803, the third decoupled vector duct first thrust jet unit 501 and the fourth decoupled vector duct first thrust jet unit 601 are opened, and the greater the angle of deviation from the front, the larger the openings of the second decoupled vector duct third thrust jet unit 403, the sixth decoupled vector duct third thrust jet unit 803 and the fourth decoupled vector duct third thrust jet unit 603, and the smaller the openings of the third decoupled vector duct first thrust jet unit 501 and the fourth decoupled vector duct first thrust jet unit 601.

[0122] like Fig.23As shown, in the six-duct left 45°-135° left travel working mode, the second decoupled vector duct second thrust jet unit 402, the second decoupled vector duct third thrust jet unit 403, the sixth decoupled vector duct first thrust jet unit 801, the sixth decoupled vector duct second thrust jet unit 802, the sixth decoupled vector duct third thrust jet unit 803, the fourth decoupled vector duct second thrust jet unit 602 and the fourth decoupled vector duct third thrust jet unit 804 are all in the left travel mode. The thrust jet unit 603 is opened, and when moving and working at the left 45°-90°, the opening sizes of the second decoupled vector duct third thrust jet unit 403, the sixth decoupled vector duct third thrust jet unit 803 and the fourth decoupled vector duct third thrust jet unit 603 are larger than the opening sizes of the second decoupled vector duct second thrust jet unit 402, the sixth decoupled vector duct second thrust jet unit 802 and the fourth decoupled vector duct second thrust jet unit 602. When the vehicle is moving at 90° to the left, the opening sizes of the fourth decoupled vector ducted second thrust jet unit 602, the fourth decoupled vector ducted third thrust jet unit 603, the second decoupled vector ducted second thrust jet unit 402, the second decoupled vector ducted third thrust jet unit 403, the sixth decoupled vector ducted first thrust jet unit 801, the sixth decoupled vector ducted second thrust jet unit 802, and the sixth decoupled vector ducted third thrust jet unit 803 are equal. When the vehicle is moving at 90°-135° to the left, the opening sizes of the fourth decoupled vector ducted second thrust jet unit 602, the sixth decoupled vector ducted second thrust jet unit 802, and the second decoupled vector ducted second thrust jet unit 402 are greater than the opening sizes of the fourth decoupled vector ducted third thrust jet unit 603, the sixth decoupled vector ducted third thrust jet unit 803, and the second decoupled vector ducted third thrust jet unit 403.

[0123] like Fig.24 As shown, in the six-duct right 45° forward working mode, the first decoupled vector duct third thrust jet unit 303, the fifth decoupled vector duct third thrust jet unit 703 and the third decoupled vector duct third thrust jet unit 503 are all opened, air is drawn from the duct and sprayed 45° to the left rear, generating a thrust of 45° to the right front on the fuselage 1, thus entering the six-duct right 45° forward working mode.

[0124] like Fig.25As shown, in the six-duct right 0-45° forward working mode, the third thrust jet unit 303 of the first decoupled vector duct, the third thrust jet unit 703 of the fifth decoupled vector duct, the third thrust jet unit 503 of the third decoupled vector duct, the first thrust jet unit 501 of the third decoupled vector duct and the first thrust jet unit 601 of the fourth decoupled vector duct are opened, and the greater the angle of deviation from the front, the larger the openings of the third thrust jet unit 303 of the first decoupled vector duct, the third thrust jet unit 703 of the fifth decoupled vector duct and the third thrust jet unit 503 of the third decoupled vector duct, and the smaller the openings of the first thrust jet unit 501 of the third decoupled vector duct and the first thrust jet unit 601 of the fourth decoupled vector duct are.

[0125] like Fig.26 As shown, in the six-duct right 45°-135° travel working mode, the second thrust jet unit 302 of the first decoupled vector duct, the third thrust jet unit 303 of the first decoupled vector duct, the first thrust jet unit 701 of the fifth decoupled vector duct, the second thrust jet unit 702 of the fifth decoupled vector duct, the third thrust jet unit 703 of the fifth decoupled vector duct, the second thrust jet unit 502 of the third decoupled vector duct and the third decoupled vector duct When the three thrust jet units 503 are turned on and working at the right 45°-90° moving angle, the opening sizes of the first decoupled vector duct third thrust jet unit 303, the fifth decoupled vector duct third thrust jet unit 703 and the third decoupled vector duct third thrust jet unit 503 are larger than the first decoupled vector duct second thrust jet unit 302, the fifth decoupled vector duct second thrust jet unit 702 and the third decoupled vector duct second thrust jet unit 502. When working at right 90°, the opening sizes of the first decoupled vector ducted second thrust jet unit 302, the first decoupled vector ducted third thrust jet unit 303, the fifth decoupled vector ducted first thrust jet unit 701, the fifth decoupled vector ducted second thrust jet unit 702, the fifth decoupled vector ducted third thrust jet unit 703, the third decoupled vector ducted second thrust jet unit 502 and the third decoupled vector ducted third thrust jet unit 503 are equal. When working at right 90°-135°, the opening sizes of the first decoupled vector ducted second thrust jet unit 302, the fifth decoupled vector ducted second thrust jet unit 702 and the third decoupled vector ducted second thrust jet unit 502 are greater than the opening sizes of the first decoupled vector ducted third thrust jet unit 303, the fifth decoupled vector ducted third thrust jet unit 703 and the third decoupled vector ducted third thrust jet unit 503.

[0126] like Fig. 27As shown, in the six-duct astern working mode, the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401 are all opened, air is drawn from the duct and ejected forward, and a backward thrust is generated on the fuselage 1, thus entering the six-duct astern working mode.

[0127] like Fig.28 As shown, in the six-duct left 135° backward working mode, the second decoupled vector duct second thrust jet unit 402, the sixth decoupled vector duct second thrust jet unit 802 and the fourth decoupled vector duct second thrust jet unit 602 are all opened, air is drawn from the duct and sprayed 45° to the right front, generating a thrust of 45° to the left rear on the fuselage 1, thus entering the six-duct left 135° backward working mode.

[0128] like Fig.29 As shown, in the six-duct left 135°-180° backward working mode, the second decoupled vector duct second thrust jet unit 402, the sixth decoupled vector duct second thrust jet unit 802, the fourth decoupled vector duct second thrust jet unit 602, the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401 are opened, and the greater the angle of deviation from the rear, the larger the openings of the second decoupled vector duct second thrust jet unit 402, the sixth decoupled vector duct second thrust jet unit 802 and the fourth decoupled vector duct second thrust jet unit 602, and the smaller the openings of the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401.

[0129] like Fig.30 As shown, in the six-duct right 135° backward working mode, the first decoupled vector duct second thrust jet unit 302, the fifth decoupled vector duct second thrust jet unit 702 and the third decoupled vector duct second thrust jet unit 502 are all opened, air is drawn from the duct and sprayed 45° to the left front, generating a thrust of 45° to the right rear on the fuselage 1, thus entering the six-duct right 135° backward working mode.

[0130] like Fig.31As shown, in the six-duct right 135°-180° backward working mode, the first decoupled vector duct second thrust jet unit 302, the fifth decoupled vector duct second thrust jet unit 702, the third decoupled vector duct second thrust jet unit 502, the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401 are opened, and the greater the angle of deviation from the rear, the larger the openings of the first decoupled vector duct second thrust jet unit 302, the fifth decoupled vector duct second thrust jet unit 702 and the third decoupled vector duct second thrust jet unit 502, and the smaller the openings of the first decoupled vector duct first thrust jet unit 301 and the second decoupled vector duct first thrust jet unit 401.

[0131] In summary, the above are only preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A decoupled vector duct, comprising: A duct body and a propeller arranged at the center of the duct body; characterized in that: a plurality of thrust jet units with adjustable openings are distributed on the side wall of the duct body; the plurality of thrust jet units are arranged at intervals along the circumference of the duct body; When the thrust jet unit is in an open state, the gas generated by the propeller can be ejected from the thrust jet unit; The thrust jet unit comprises: a drainage channel, an actuating mechanism and a duct window; One or more duct windows are provided on the duct wall of the duct body, and the duct windows can connect the outer area of ​​the duct body and the area at the center of the duct body where the propeller is installed; A drainage channel is installed in each of the duct windows; The actuating mechanism is used to drive the drainage channel to close or open the duct window; The drainage channel has a gas flow channel inside; the drainage channel is hinged on the duct window and can rotate around the hinge under the action of the actuating mechanism; when the actuating mechanism is not in action, the drainage channel closes the duct window; when the actuating mechanism is in action, the drainage channel rotates inward around the hinge between it and the duct window, so that the gas flow channel inside the drainage channel connects the central area of ​​the duct body and the outer area of ​​the duct body; The actuating mechanism comprises: a pitot tube, an air flow channel, a solenoid valve and a spring; An annular air flow channel is provided in the duct cavity of the duct body; the pitot tube is installed on the inner side of the inner wall of the duct below the propeller and is connected to the air flow channel, so as to guide the gas generated by the propeller into the air flow channel; The air flow channel is connected to the drainage channel through a passage provided with an electromagnetic valve; when the electromagnetic valve is opened, the air in the air flow channel can flow into the drainage channel; One end of the spring is connected to the outer wall of the air flow channel, and the other end is connected to the drainage channel. When the solenoid valve is closed, the drainage channel fits with the inner wall of the duct under the action of the spring, so that the duct window is in a closed state.

2. The decoupled vector duct according to claim 1, characterized in that: The opening of the solenoid valve is controlled to change the amount of air introduced into the drainage channel through the air flow channel, thereby changing the opening of the drainage channel.

3. A distributed electric ducted propulsion system, characterized in that: include: A plurality of vector ducts symmetrically distributed on both sides of the main body or evenly distributed around the main body; The vector duct is the decoupled vector duct as described in claim 1 or 2.

4. The distributed electric ducted propulsion system according to claim 3, characterized in that: Two of the vector ducts are arranged on both sides of the main body to form a four-duct distributed electric ducted propulsion system; The four vector ducts are respectively a first decoupled vector duct and a second decoupled vector duct located on the left and right sides of the front end of the main body; a third decoupled vector duct and a fourth decoupled vector duct located on the left and right sides of the rear end of the main body; The duct wall of the first decoupled vector duct is provided with a first decoupled vector duct first thrust jet unit located at the front position, a first decoupled vector duct second thrust jet unit located at 45° to the left of the first decoupled vector duct first thrust jet unit, and a first decoupled vector duct third thrust jet unit located at 135° to the left of the first decoupled vector duct first thrust jet unit; The duct wall of the second decoupled vector duct is provided with a second decoupled vector duct first thrust jet unit located at the front position, a second decoupled vector duct second thrust jet unit located at 45° to the right of the second decoupled vector duct first thrust jet unit, and a second decoupled vector duct third thrust jet unit located at 135° to the right of the second decoupled vector duct first thrust jet unit; The duct wall of the third decoupled vector duct is provided with a third decoupled vector duct first thrust jet unit located at the rear position, a third decoupled vector duct second thrust jet unit located at 135° to the left of the third decoupled vector duct first thrust jet unit, and a third decoupled vector duct third thrust jet unit located at 45° to the left of the third decoupled vector duct first thrust jet unit; The duct wall of the fourth decoupled vector duct is provided with a fourth decoupled vector duct first thrust jet unit located at the rear position, a fourth decoupled vector duct second thrust jet unit located 135° to the right of the fourth decoupled vector duct first thrust jet unit, and a fourth decoupled vector duct third thrust jet unit located 45° to the right of the fourth decoupled vector duct first thrust jet unit.

5. The distributed electric ducted propulsion system according to claim 3, characterized in that: Three of the vector ducts are arranged on both sides of the main body to form a six-duct distributed electric ducted propulsion system; The six vector ducts are respectively a first decoupled vector duct, a second decoupled vector duct, and a third decoupled vector duct located on the left side of the main body; a fourth decoupled vector duct, a fifth decoupled vector duct, and a sixth decoupled vector duct located on the right side of the main body; The duct wall of the first decoupled vector duct is provided with a first decoupled vector duct first thrust jet unit located at the front position, a first decoupled vector duct second thrust jet unit located at 45° to the left of the first decoupled vector duct first thrust jet unit, and a first decoupled vector duct third thrust jet unit located at 135° to the left of the first decoupled vector duct first thrust jet unit; The duct wall of the second decoupled vector duct is provided with a first thrust jet unit of the second decoupled vector duct located at the front position, a second thrust jet unit of the second decoupled vector duct located at 45° to the right of the first thrust jet unit of the second decoupled vector duct, and a third thrust jet unit of the second decoupled vector duct located at 135° to the right of the first thrust jet unit of the second decoupled vector duct; The duct wall of the third decoupled vector duct is provided with a third decoupled vector duct first thrust jet unit located at the rear position, a third decoupled vector duct second thrust jet unit located at 135° to the left of the third decoupled vector duct first thrust jet unit, and a third decoupled vector duct third thrust jet unit located at 45° to the left of the third decoupled vector duct first thrust jet unit; The duct wall of the fourth decoupled vector duct is provided with a first thrust jet unit of the fourth decoupled vector duct located at the rear position, a second thrust jet unit of the fourth decoupled vector duct located at 135° to the right of the first thrust jet unit of the fourth decoupled vector duct, and a third thrust jet unit of the fourth decoupled vector duct located at 45° to the right of the first thrust jet unit of the fourth decoupled vector duct; The duct wall of the fifth decoupled vector duct is provided with a fifth decoupled vector duct first thrust jet unit facing the left side, a fifth decoupled vector duct second thrust jet unit and a fifth decoupled vector duct third thrust jet unit located at 45° clockwise and 45° counterclockwise of the fifth decoupled vector duct first thrust jet unit respectively; The duct wall of the sixth decoupled vector duct is provided with the sixth decoupled vector duct first thrust jet unit facing the right side, the sixth decoupled vector duct second thrust jet unit and the sixth decoupled vector duct third thrust jet unit which are located 15° counterclockwise and 15° clockwise of the first thrust jet unit of the sixth decoupled vector duct respectively.

6. The distributed electric ducted propulsion system according to claim 3, 4 or 5, characterized in that: The main body is an aircraft body or an amphibious platform.

Images