Wearable three-duct power single-person aircraft

Abstract

The invention discloses a wearable three-duct power single-person aircraft which comprises a power system, an avionics system, a man-machine interaction system, a safety lifesaving system and a wearable aircraft body. The power system adopts a three-duct pneumatic layout and is arranged in the shape of a Chinese character'pin ', two duct units on the front side are located on the two sides of the wearable machine body at the same height, and the mounting height of the duct unit on the rear side is higher than that of the duct unit on the front side; the man-machine interaction system is located on the left side of the wearable fuselage and the human head and used for manually controlling flight and monitoring the flight state. The safety lifesaving system is located on the upper portion of the wearable machine body and used for guaranteeing personnel safety in emergency. The aircraft has the characteristics of compact structure, high stability, simplicity and convenience in operation, good safety and the like.

Description

Technical Field

[0001] The invention belongs to the field of wearable single-person vertical take-off and landing aircraft, and in particular relates to a wearable three-duct powered single-person aircraft. Background Art

[0002] Wearable single-person aircraft have great application potential in military and civilian fields due to their compact size, flexibility and convenient transportation. In military, they are mainly used for the evacuation of wounded, material transportation and rapid assault; in civilian, they are mainly used for emergency medical transportation, personal commuting, logistics transportation, etc. As the key technologies of small vertical take-off and landing aircraft gradually mature, single-person vertical take-off and landing aircraft are increasingly used in military and civilian fields with their own advantages to improve the mobility of soldiers.

[0003] The existing single-person aircraft are mainly powered by turbojet. The human body carries and holds several micro-turbojet engines, and controls several micro-turbojets through posture to achieve vertical take-off and landing and cruise flight, so as to improve the maneuverability of personnel. Since the flight posture is directly related to the human body posture, it requires high physical fitness and control ability of personnel, which is not conducive to popularization. At the same time, this type of aircraft is occupied with both hands during flight, and it is impossible to operate the equipment in the air. Ducted power has the characteristics of high propulsion efficiency, low noise, and high safety. At present, there are some ducted power vertical take-off and landing aircraft in China, all of which are cockpit-type layouts, which cannot realize rapid deployment of personnel. There is no wearable ducted power single-person vertical take-off and landing aircraft. Summary of the invention

[0004] In view of the shortcomings of existing single-person aircraft, the present invention proposes a wearable three-ducted power single-person aircraft, which integrates key technologies such as high thrust-to-weight ratio ducted power design, three-ducted power flight control, low-altitude and ultra-low-altitude emergency escape, to form a wearable ducted power single-person aircraft with compact structure, high stability, easy operation, good safety, etc.

[0005] The technical solution to achieve the purpose of the present invention is: a wearable three-duct powered single-person aircraft, including a power system, an avionics system, a human-machine interaction system, a safety and life-saving system and a wearable fuselage;

[0006] The power system includes three power units, which adopt a three-duct aerodynamic layout in a herringbone shape, wherein the two front duct units are located at the same height on both sides of the wearable fuselage, and the rear duct unit is installed at a higher height than the front duct unit; the human-computer interaction system is located on one side of the wearable fuselage and the human head, and is used for manual flight control and monitoring of flight status; the safety and life-saving system is located on the upper part of the wearable fuselage, and is used to ensure the safety of personnel in emergency situations; the avionics system provides power supply, flight control, and positioning and navigation for the entire aircraft.

[0007] Compared with the prior art, the present invention has the following significant advantages:

[0008] (1) A wearable single-person aircraft is proposed based on a three-ducted air control surface power system. The front duct of the aircraft is arranged in the middle of the fuselage, close to the center of gravity of the whole aircraft, so as to improve the flight maneuverability. The rear duct is placed on the upper part of the fuselage, so as to improve the flight stability and reduce the interference of the human body on the air intake of the rear duct. The aircraft is compact and highly safe, and has the characteristics of stable flight and flexible operation.

[0009] (2) A new type of low-altitude and ultra-low-altitude emergency escape technology for single-person aircraft is proposed. Through the human-machine separation device, parachute rocket, group parachute assembly and parachute opening control assembly, the single-person aircraft can abandon the aircraft and escape in low-altitude emergency situations, thereby improving personnel safety and reducing the weight of the aircraft system. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 This is a diagram showing the composition of a three-ducted single-person vertical take-off and landing aircraft system of the present invention.

[0011] Figure 2 This is a system diagram of the whole machine of the present invention.

[0012] Figure 3 It is a diagram of the power unit of the present invention.

[0013] Figure 4 This is a diagram of the avionics system of the present invention.

[0014] Figure 5 This is a diagram of the human-computer interaction system of the present invention.

[0015] Figure 6 This is a diagram of the safety life-saving system of the present invention.

[0016] Figure 7 This is a structural diagram of the wearable body of the present invention.

[0017] Figure 8 Schematic diagram of the effect of the rear duct layout on the flow field of the wearable body of the present invention, Figure (a) is a schematic diagram of the effect of the rear duct layout on the flow field of the wearable body of the present invention, and Figure (b) is a schematic diagram of the effect of the rear duct layout on the flow field.

[0018] Fig. 9 It is a schematic diagram of an embodiment of the present invention.

[0019] Fig.10 This is a top view geometric structure diagram of the dual-servo tilt-rotor tri-rotor UAV of the present invention.

[0020] Fig.11 This is a diagram of the angle of the tiltable control surface of the present invention observed from the rear side of the fuselage.

[0021] Fig.12It is a diagram showing the relationship between the controller and the control allocation structure of the present invention.

[0022] Explanation of the reference numerals: 1-power unit A, 2-power unit B, 3-power unit C, 4-avionics system, 5-human-computer interaction system, 6-safety and life-saving system, 7-wearable fuselage, 8-servo, 10-duct, 11-blade, 12-tail cone, 13-pneumatic control surface, 14-electric adjustment, 15-motor, 16-lithium-ion battery pack, 17-flight control module, 18-navigation and data link module, 19-GPS positioning antenna, 20-airborne omnidirectional antenna, 21-vehicle end 21, 22-ground end, 23-helmet display, 24-flight control joystick, 25-parachute rocket, 26-group parachute assembly, 27-human-machine separation device, 28-parachute opening control assembly, 29-main frame, 30-wearable binding system, 31-body landing gear. DETAILED DESCRIPTION

[0023] like Figure 1 , Figure 2 As shown, the present invention proposes a three-duct single-person vertical take-off and landing aircraft system, including a power system, an avionics system 4, a human-computer interaction system 5, a safety and life-saving system 6, and a wearable fuselage 7. It can realize single-person vertical take-off and landing and directional maneuverable flight in the air. The system has the characteristics of good maneuverability, low take-off and landing site requirements, and low use cost.

[0024] The aircraft has undergone an optimized aerodynamic layout design. The power unit is a ducted power, arranged in a herringbone shape, and adopts a three-ducted aerodynamic layout, wherein the two front duct units are located at the same height on both sides of the wearable body, and the installation height of the rear duct unit of the wearable body is increased relative to the installation height of the front duct unit. In the present invention, the installation height of the rear duct unit is 0.5m higher than that of the front duct unit, which can reduce the inflow interference of the occupants and the front duct unit on the rear duct unit during forward flight, thereby improving the forward flight efficiency and flight stability; the human-machine interaction system is located on the left side of the wearable body and the head of the human body, and is used for manually controlling the flight and monitoring the flight status; the safety and life-saving system is located on the upper part of the wearable body, and is used to ensure the safety of personnel in emergency situations.

[0025] Figure 8 Schematic diagram of the effect of the rear duct layout on the flow field of the wearable body of the present invention. When the three-duct aircraft are arranged in the middle of the body, the airflow entering the rear duct is blocked by the human body during forward flight, generating vortices, reducing the working efficiency of the power system, as shown in Figure (b); when the rear duct is arranged on the upper part of the body, the vortices caused by the human body blocking can be avoided during forward flight, as shown in Figure (a); at the same time, the front duct of the aircraft layout of the present invention is arranged in the middle of the body, close to the center of gravity of the entire aircraft, thereby improving flight maneuverability, and the rear duct is placed on the upper part of the body to improve flight stability.

[0026] Furthermore, two pneumatic control surfaces 9 driven by servos 8 are installed under the left and right ducts of the three-duct single-person vertical take-off and landing aircraft. There are no pneumatic control surfaces in the rear duct. By adjusting the rotor speed and the deflection angle of the aerodynamic control surfaces in each duct, the aircraft can balance the anti-torque and heading control of the rear duct rotor.

[0027] like Figure 3 As shown, the power subsystem includes power unit A1, power unit B2, and power unit C3, wherein power unit A1 and power unit B2 are respectively located on the left and right sides of the wearable fuselage and are symmetrically distributed, and both include duct 10, blade 11, tail cone 12, pneumatic control surface 13, electric speed controller 14, motor 15, and steering gear 8. Duct 10 and blade 11 provide the thrust required for flight. Blade 11 is located in duct 10 and connected through pneumatic control surface 13. Tail cone 12 is located at the lower part of blade 11 and is used to carry electric speed controller 14, motor 15, steering gear 8 and airborne omnidirectional antenna 20. Electric speed controller 14 is used to adjust the motor speed. Motor 15 is used to drive blade. Steering gear 8 is used to drive control surface. Pneumatic control surface 13 provides the heading control force required for maneuvering flight.

[0028] The power unit C3 is located at the rear of the wearable fuselage, and includes a duct 10, blades 11, a tail cone 12, an electric regulator 14 and a motor 15. The blades 11 are located in the duct 10 to provide the thrust required for flight. The tail cone 12 is located below the blades 13 to carry the electric regulator 14, the motor 15 and the GPS positioning antenna 19.

[0029] like Figure 4 As shown, the avionics system 4 includes a lithium-ion battery pack 16, a flight control module 17, a navigation and data link module 18, a GPS positioning antenna 19, and an airborne omnidirectional antenna 20. The lithium-ion battery pack 16 supplies power to each subsystem, is located at the rear of the fuselage, and is carried by the wearable fuselage; the flight control module 17 is used to stably control the flight of the single-person aircraft, and the navigation and data link module 18 is used to provide the flight control module 17 with flight status information and transmit information to the ground station, and is located on the top of the wearable fuselage; three GPS positioning antennas 19 are arranged at three equal parts of the rear duct, backing up each other for differential positioning; the airborne omnidirectional antenna 20 is used to communicate with the ground control station, and is located in the tail vertebrae of the left and right ducts.

[0030] like Figure 5As shown, the human-computer interaction system 5 includes two subsystems, a vehicle end 21 and a ground end 22. The vehicle end 21 includes a helmet display 23 with a built-in voice device and a flight control joystick 24, which are used for the aircraft passengers to monitor the flight mission status in real time, communicate with the ground personnel and other aircraft passengers in the air by voice, and switch the aircraft to manual driving mode at any time to manually control the aircraft; the ground end 22 is a handheld portable aircraft ground control station, which is used for checking various parameter configurations before the aircraft takes off, flight mission planning is mainly route planning, and full monitoring of the flight and mission status during the flight, and voice communication with the aircraft passengers.

[0031] like Figure 6 As shown, the safety and life-saving system 6 includes a parachute rocket 25, a group parachute assembly 26, a man-machine separation device 27 and a parachute opening control assembly 28. The man-machine separation device 27 is installed at the junction of the body structure and the back of the human body. The device connects the wearable binding system 30 to the aircraft body structure through a buckle. In an emergency, the buckle is pulled out and the wearable binding system is separated from the body structure. The parachute opening control assembly 28 is installed on the top of the body structure to control the opening of the parachute. The parachute rocket 25 and the group parachute assembly 26 are installed on the end surface above the battery compartment. When the safety and life-saving system needs to be started, the controller first sends a recovery command to enter the recovery program, followed by the explosion bolts of the parachute cabin cover and the parachute cabin cover is thrown away, followed by the parachute rocket 25 being launched, the straps are unlocked from the fuselage to achieve man-machine separation, the parachute rocket 25 pulls out the pin that fixes the main parachute binding strap, pulls the group parachute out of the parachute cabin, and after the group parachute assembly 26 is straightened, the rocket is separated from the main parachute by tearing the tearing belt. The main parachute enters the airflow and is inflated and fully inflated, and the crew descends steadily until landing.

[0032] like Figure 7 As shown, the wearable fuselage 7 is mainly composed of a main frame 29, a wearable binding system 30, a fuselage landing gear 31, etc. The main frame 29 realizes the rapid disassembly and assembly of the ducted power unit through a latch structure, and at the same time carries other systems such as power batteries, parachute rockets, and parachute cabins. The wearable binding system 30 is composed of shoulder straps, waist fixing straps, leg fixing straps and a detachable backboard. The human body is fixed to the detachable backboard through the straps and straps. The detachable backboard is connected to the main frame 29 through a separation mechanism. The fuselage landing gear 31 is located at the rear of the fuselage to provide stable support for the aircraft when it is docked on the ground.

[0033] The present invention is further described in detail below in conjunction with the accompanying drawings.

[0034] Example

[0035] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. Based on the implementation of this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0036] Combination Figure 2-Figure 7 The wearable three-duct single-person vertical take-off and landing aircraft system consists of a power system, an avionics system 4, a human-machine interaction system 5, a safety and life-saving system 6, and a wearable fuselage 7. When not performing a mission, the system can be placed separately and placed in a supporting storage. During the storage and transportation of the system, the flight platform adopts power-off physical isolation, and the high-voltage battery and the supporting BMS are powered off and have no output to ensure the safety of the system.

[0037] When it is necessary to perform relevant tasks, after the components of the single-person aircraft are transported to the take-off point, the components are quickly assembled through the quick-connect structure. After the assembly is completed and checked, the system low-voltage avionics is powered on with one button and the system self-checks. The sensor status of the system is displayed on the ground terminal to determine whether it meets the take-off standards.

[0038] After the self-check is completed, the mission trajectory planning is uploaded. At this time, the system is ready to enter the take-off phase.

[0039] After checking that all systems are working properly, the ground end uploads the mission trajectory plan. At this time, the system is ready to enter the take-off phase. The ground end sends a high-voltage battery power-on command, and the onboard flight control controls the BMS through I / O to start three high-voltage voltage outputs.

[0040] like Fig. 9 As shown, through the one-touch takeoff button, the single-person aircraft can take off autonomously, and the onboard flight control module dynamically adjusts the output power of each duct to hover autonomously at a height of 0.5m from the ground. At this time, the pilot can face outward and back into the aircraft. The pilot or an assistant can fix the pilot and the aircraft through the fixing device equipped with the aircraft. In this state, the pilot stands naturally with his legs and feet on the ground, holds the aircraft joystick with his left hand, and naturally places his right hand on the right armrest.

[0041] The pilot or the ground terminal controls the single-seat aircraft to take off. The pilot's feet leave the ground. During the flight, there are multiple control methods for the single-seat aircraft:

[0042] If the ground terminal and the pilot do not perform any operation during the flight, the aircraft can fly autonomously along the pre-uploaded route, and autonomously land at the end of the route to hover at an altitude of 0.5m above the ground, waiting for subsequent instructions;

[0043] During the flight, the ground terminal sends control commands, and the single-seat aircraft receives the ground terminal commands through the onboard data link and flies according to the commands;

[0044] During the flight, the pilot controls the aircraft through the onboard joystick. The aircraft can fly forward, backward, move left, move right, and rise and fall. At this time, the single-seat aircraft responds to the pilot's operation first;

[0045] At the end of the flight mission, the single-person aircraft can perform landing operations through the route, ground terminal, and pilot. During the landing process, the aircraft first lands at a height of 0.5m above the ground and hovers. At this time, the pilot's feet are on the ground and his legs are standing naturally.

[0046] After the pilot's feet touch the ground, with the help of assistants, the safety fixing device is released and the pilot safely leaves the aircraft. The ground end sends a one-button landing command to the onboard flight control, which dynamically adjusts the output power of each duct to control the aircraft to slowly land on the ground.

[0047] After the aircraft lands on the ground, the high-voltage battery BMS turns off the three high-voltage outputs. After the ground end receives the high-voltage power-off status, it performs low-voltage power-off operations on electrical components such as flight control, data link, GPS, and high-voltage battery BMS. After all avionics equipment is powered off, special tooling is used for rapid disassembly, and the various components of the aircraft are stored separately to complete the mission process.

[0048] When the aircraft fails at low altitude due to a system failure during flight, the pilot or the ground end can control the parachute to open with one button by pressing the button on the joystick or sending a command from the ground end. After receiving the one-button parachute opening command, the safety assurance system controls the parachute to pop out in a short time and simultaneously releases the fixation between the pilot and the aircraft, thereby achieving the purpose of personnel abandoning the aircraft and escaping.

[0049] In summary, during the mission, the pilot of this wearable three-duct single-person vertical take-off and landing aircraft system does not need to perform any operation or only needs to perform simple directional control to perform the mission. Compared with existing single-person aircraft, it has the advantages of vertical take-off and landing, easy operation, high degree of intelligence, stable performance and good safety.

[0050] Obviously, those skilled in the art can make various changes and modifications to the embodiments of the present invention without departing from the spirit and scope of the embodiments of the present invention. Thus, if these modifications and variations of the embodiments of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

[0051] The control block diagram of the three-rotor pitch and tilt is as follows Figure 10-12 As shown, the position and attitude control method of the dual-servo tilt-rotor three-rotor UAV specifically includes:

[0052] (1) Establish a body coordinate system for a dual-servo tilt-rotor UAV.

[0053] The coordinate system is fixed to the body, such as Fig.10 The three rotors of the drone are numbered as rotor 1, rotor 2, and rotor 3. The center of gravity of the drone is taken as the origin. b , forward is x b The positive direction of the axis, rightward is y b The positive direction of the axis, downward is z b Positive axis direction.

[0054] (2) Establish a control efficiency model for a dual-servo tilt-rotor tri-rotor UAV. Fig.10 As shown in Figure 2, the established control efficiency model is:

[0055]

[0056] In this model, {F x F y F z} respectively represent the pulling forces acting on the three coordinate axes of the body coordinate system; {τ x τ y τ z} respectively represent the moments acting on the three coordinate axes of the body coordinate system; {T 1 T 2 T 3} respectively represent the thrust generated by the three rotors themselves, and the range is [0T max ], T max Indicates the maximum thrust that each rotor can produce; Indicates the x coordinate system of rotor 1 or rotor 2 and the body b The angle formed by the axes; Indicates the motor installation center of rotor 1 or rotor 2 relative to the fuselage x b Along the y axis b The distance between the axes; The line connecting the motor installation centers of rotor 1 and rotor 2 relative to the center of mass of the aircraft is x b The distance between the axes; The x-axis represents the distance between the motor installation center of rotor 3 and the center of mass of the aircraft. b The distance; δ 1 ,δ 2 They represent the included angles between the control surfaces of rotor 1 and rotor 2 and the vertical direction of the body coordinate system, such as Fig.11 As shown, the symbol definition of the vertical angle between the control surface corresponding to the rotor 1 and the body coordinate system is shown; c represents the proportional coefficient of the pull-anti-torque moment generated by the rotor.

[0057] (3) Establish a control allocation method for a dual-servo tilt-rotor tri-rotor UAV. The control allocation method is expressed in mathematical form as follows:

[0058]

[0059] Among them, {F x,d F y,d F z,d} are the forces expected to act on the three axes of the body coordinate system; {τ x,d τ y,d τ z,d} are the moments of the three rotors acting on the three axes of the body coordinate system; τ z,δ,d is the yaw moment expected to be produced by the servo control surface.

[0060] (4) Establish the attitude control method of the dual-servo tilt-rotor tri-rotor UAV. The control method adopts the traditional PID control, and the expected input of the PID control is the expected roll angle φ d , pitch angle θ d , yaw angle ψ d ; The feedback input of PID control is the current UAV's roll angle φ, pitch angle θ, yaw angle ψ, roll angular rate p, pitch angular rate q, yaw angular rate r; The output of PID controller is the force {F x,d F y,d F z,d}, the torque {τ x,d τ y,d τ z,d}, and the yaw moment τ expected to be generated by the servo control surface z,δ,d The output of the PID controller is used as the input of the control allocation. The structural relationship between the controller and the control allocation is as follows: Fig.12 The specific steps to construct the attitude controller are as follows:

[0061] Step 4.1: Calculate the expected body angular rate {p according to the expected roll angle, pitch angle, yaw angle and the current roll angle, pitch angle, yaw angle of the three-ducted aircraft d q d r d}.

[0062] p d =k roll,p (φ d -φ)

[0063] q d =k pitch,p (θ d -θ)

[0064]

[0065] in, Represents ψ d The numerical differentiation of represents the numerical differentiation of ψ; It is an adjustable parameter.

[0066] Step 4.2: According to the desired body angular velocity {p d q d r d} and the current body angular rate {pqr} to calculate the desired torque.

[0067]

[0068]

[0069] τ z,d =k yawrate,p (r d -r)+k yawrate,i ∫(r d -r)

[0070] τ z,δ,d =k yawrate,p2 (r d -r)+k yawrate,i2 ∫(r d -r)

[0071] in, Indicates p d The numerical differentiation of represents the numerical differentiation of p, Indicates q d The numerical differentiation of represents the numerical differentiation of q; All are adjustable parameters.

[0072] Step 4.3: According to the desired flight height p z,d and the current height p z and vertical velocity v z , calculate the effect on the three-ducted aircraft z b Tension force F on the shaft z,d .

[0073] v z,d =sat(k p,z (p z,d -p z ),2)

[0074] F z,d =k v,z,p (vz,d -v z )+k v,z,i ∫(v z,d -v z )

[0075] in, All are adjustable parameters, sat represents the saturation function, which is defined as follows:

[0076]

[0077] (5) Substitute the expected value F calculated in step (4) z,d , τ x,d , τ y,d , τ z,d , τ z,δ,d , substituted into the control allocation matrix designed in step (3), and the final control instruction T is obtained 1 , T 2 , T 3 , δ 1 , δ 2 .

[0078] The above description is only a specific implementation of the present invention, but the protection scope of the present invention is not limited thereto. Any person familiar with the technology can understand and think of any changes or substitutions within the technical scope disclosed by the present invention, which should be included in the scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A wearable three-duct powered single-person aircraft, characterized in that: It includes a power system, an avionics system (4), a human-machine interaction system (5), a safety and life-saving system (6), and a wearable fuselage (7); The power system comprises three power units, which adopt a three-duct aerodynamic layout and are arranged in a herringbone shape, wherein the two front duct units are located at the same height on both sides of the wearable fuselage, and the rear duct unit is installed at a higher height than the front duct unit; the human-machine interaction system (5) is located on one side of the wearable fuselage (7) and the human head, and is used for manually controlling the flight and monitoring the flight status; the safety and life-saving system (6) is located on the upper part of the wearable fuselage (7), and is used to ensure the safety of personnel in an emergency; the avionics system (4) provides power supply, flight control, and positioning and navigation for the entire aircraft.

2. The wearable three-duct powered single-person aircraft according to claim 1, characterized in that: Two pneumatic control surfaces (13) driven by a steering gear (8) are respectively installed below the left and right ducts. There is no pneumatic control surface in the rear duct. The reverse torque and heading control of the rear duct rotor are balanced by adjusting the rotor rotation speed and the deflection angle of the pneumatic control surface in each duct.

3. The wearable three-duct powered single-person aircraft according to claim 2, characterized in that: Among the three power units, power unit A and power unit B are respectively located on the left and right sides of the wearable fuselage and are symmetrically distributed. Both power units include a duct (10), a blade (11), a tail cone (12), an aerodynamic control surface (13), an electric control (14), and a motor (15). The duct (10) and the blade (11) provide thrust required for flight. The blade (11) is located in the duct (10) and is connected via the aerodynamic control surface (13). The tail cone (12) is located at the lower part of the blade (11) and is used to carry the electric control (14), the motor (15), a steering gear (8), and an airborne omnidirectional antenna (20). The electric control (14) is used to adjust the motor speed. The motor (15) is used to drive the blade. The steering gear (8) is used to drive the control surface. The aerodynamic control surface (13) provides the heading control force required for maneuvering flight.

4. The wearable three-duct powered single-person aircraft according to claim 3, characterized in that: Among the three power units, the power unit C (3) is located at the rear of the wearable fuselage, and comprises a duct (10), a propeller blade (11), a tail cone (12), an electric regulator (14), a motor (15), and a GPS positioning antenna (19). The propeller blade (11) is located in the duct (10) to provide thrust required for flight, and the tail cone (12) is located below the propeller blade (13) to carry the electric regulator (14), the motor (15), and the GPS positioning antenna (19).

5. The wearable three-duct powered single-person aircraft according to any one of claims 1 to 4, characterized in that: The installation height of the rear duct unit is 0.5m higher than that of the front duct unit.

6. The wearable three-duct powered single-person aircraft according to claim 4, characterized in that: The avionics system comprises a lithium-ion battery pack (16), a flight control module (17), a navigation and data link module (18), a GPS positioning antenna (19) and an airborne omnidirectional antenna (20); the lithium-ion battery pack (16) supplies power to each subsystem, is located at the rear of the fuselage, and is carried by the wearable fuselage; the flight control module (17) is used to stably control the flight of the single-person aircraft; the navigation and data link module (18) is used to provide the flight control module (17) with flight status information and transmit information to a ground station, and is located at the top of the wearable fuselage; the airborne omnidirectional antenna (20) is used to communicate with a ground control station, and is located in the left and right duct tail vertebrae.

7. The wearable three-duct powered single-person aircraft according to claim 6, characterized in that: Three GPS positioning antennas (19) are arranged at three equal parts of the rear duct, serving as backup for each other and used for differential positioning.

8. The wearable three-duct powered single-person aircraft according to claim 1, characterized in that: The human-machine interaction system (5) comprises a vehicle side (21) and a ground side (22), wherein the vehicle side (21) comprises a helmet display (23) with a built-in voice device and a flight control joystick (24), which are used for aircraft passengers to monitor the flight mission status in real time, to communicate with ground personnel and other aircraft passengers in the air by voice, and to switch the aircraft to a manual driving mode at any time to manually control the aircraft; the ground side (22) is a handheld portable aircraft ground control station, which is used for checking various parameter configurations before the aircraft takes off, flight mission planning, and full-time monitoring of the flight and mission status during the flight, and to communicate with the aircraft passengers by voice.

9. The wearable three-duct powered single-person aircraft according to claim 1, characterized in that: The safety and lifesaving system (6) comprises a parachute rocket (25), a group parachute assembly (26), a man-machine separation device (27) and a parachute opening control assembly (28); the man-machine separation device (27) is installed at the junction of the aircraft body structure and the back of the human body, and the device is connected to the wearable binding system (30) and the aircraft body structure through a buckle. In an emergency, the buckle is pulled out and the wearable binding system is separated from the aircraft body structure. The parachute opening control assembly (28) is installed on the top of the aircraft body structure and is used to control the opening of the parachute. The parachute rocket (25) and the group parachute assembly (26) is installed on the upper end face of the battery compartment. When the safety life-saving system needs to be activated, the controller first sends a recovery command to enter the recovery program, followed by the explosion bolts of the parachute cover and the parachute cover is thrown away, followed by the launch of the parachute rocket (25), the straps and the fuselage are unlocked to achieve the separation of man and machine, the launch of the parachute rocket (25) pulls out the pin that fixes the main parachute strap, pulls the cluster parachute out of the parachute compartment, and after the cluster parachute assembly (26) is straightened, the rocket is separated from the main parachute by tearing the tear strip, and the main parachute is inflated by the airflow and fully expanded, carrying the crew to a stable descent until landing.

10. The wearable three-duct powered single-person aircraft according to claim 1, characterized in that: The wearable fuselage (7) is mainly composed of a main frame (29), a wearable binding system (30), and a fuselage landing gear (31). The main frame (29) realizes rapid disassembly and assembly of the ducted power unit through a latch structure, and simultaneously carries a power battery, a parachute rocket, and a parachute cabin. The wearable binding system (30) includes shoulder straps, a waist fixing strap, a leg fixing strap, and a detachable backboard. The human body is fixed to the detachable backboard through the straps and the straps. The detachable backboard is connected to the main frame (29) through a separation mechanism. The fuselage landing gear (31) is located at the rear of the fuselage to provide stable support for the aircraft when it is docked on the ground.

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