A long-endurance flying backpack based on turbo-electric hybrid power

Abstract

The present invention relates to a long-endurance flight backpack based on turbo-electric hybrid power, comprising a power system, an electric propulsion system, a skeleton, a manned portion, and a flight control system; the power system comprises an energy storage component and an energy conversion component. This invention achieves efficient power utilization for long-endurance flight, flexible power distribution for optimal flight performance, and offers environmental and economic advantages, suitable for low-altitude flight, with broad development prospects.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft and relates to a long-endurance flying backpack based on turbo-electric hybrid power. Background Art

[0002] In recent years, breakthroughs in micro-aero propulsion technology have driven the iterative upgrade of individual flight equipment. Countries are accelerating the development of next-generation, highly maneuverable flying vehicles, aiming to overcome the mobility limitations of personnel in traditional combat and emergency rescue scenarios. However, current individual flight devices generally utilize a pure jet propulsion architecture, with their power systems relying on multiple micro-turbojet engines working in concert and flight control achieved through limb adjustments. For example, the "Anti-Gravity Suit" jet flight suit launched by Gravity Industries in the UK uses five (not six) micro-turbojet engines located in the arms, back, and waist, enabling vertical takeoff and landing and high-speed flight capabilities. Limited by fuel capacity and the high fuel consumption of turbojets, the flight endurance is approximately 3-5 minutes. Actual flight times have been relatively short in actual testing, primarily for military and rescue demonstrations. Another example is the JB-11 jet pack developed by Jetpack Aviation in the US, which has a theoretical flight endurance of 10 minutes, but this was reduced to 5-8 minutes during actual flight tests due to safety margins.

[0003] However, this design has numerous drawbacks. Jet propulsion systems suffer from high fuel consumption, insufficient endurance, and poor environmental adaptability. Turbojet engines generally have high fuel consumption, resulting in severely limited flight endurance. Even after optimization and upgrades, existing jet-powered flight backpacks can only sustain a maximum of 3 to 10 minutes, making them difficult to meet the demands of extended flight, thus limiting their performance.

[0004] In addition, the operator needs to use high-intensity body movements to maintain flight stability, resulting in both hands being occupied by power control functions throughout the flight, seriously restricting the execution of tactical actions and the efficiency of rescue missions. Especially in complex battlefield environments or high-rise building rescue scenarios, the operator cannot free both hands to operate weapons or transfer trapped personnel, which greatly weakens the actual application value of the equipment. For example, in maritime interception combat scenarios, soldiers lose the ability to fire immediately because they constantly control the flight posture with both hands; in high-rise rescue missions, rescuers are also unable to directly transfer trapped personnel while in a hovering state.

[0005] The current technical bottlenecks can be summarized as the following core contradictions: On the one hand, existing systems mostly use a single power source, which has poor energy utilization and lacks a backup plan in the event of power failure, thus failing to meet aviation-grade safety standards. On the other hand, the jet propulsion system's high reliance on physical control conflicts with the functional requirements of both hands during mission execution. Although some research has attempted to reduce operational difficulty by increasing the degree of flight control automation, it has failed to fundamentally free the operator's hands.

[0006] It's worth noting that jet propulsion is uniquely suited to high-altitude, high-speed flight. However, given the current development of the low-altitude economy, propeller-powered aircraft are more capable of meeting wide-ranging needs. Furthermore, while pure electric systems offer the advantage of low noise, they are limited by battery energy density, making them difficult to meet long-distance or high-load mission requirements.

[0007] Given these challenges, there's an urgent need to develop a flight backpack that integrates a novel powertrain architecture and intelligent control systems to overcome the bottlenecks of existing technologies. This would allow for a theoretical cruising time of nearly 40 minutes, freeing the pilot's hands. While ensuring maneuverability, the collaborative design of a twin-propeller aerodynamic layout and a turbo-electric hybrid system could overcome the existing technology's strong reliance on operator movement, while simultaneously balancing high payload capacity and low observability requirements, providing a disruptive solution for the next generation of individual flight equipment. Summary of the Invention

[0008] To address the shortcomings of existing technologies, the present invention aims to provide a long-endurance flying backpack based on a turbo-electric hybrid system, comprising a power system, an electric propulsion system, a flight control system, an energy management system, a skeleton, and a manned section. By combining turbines with electricity, energy utilization is improved, extending flight endurance. Multiple energy supply methods enhance the safety of the flying backpack. Furthermore, control via a joystick and intelligent system significantly frees the hands, meeting a wider range of operational needs.

[0009] The present invention is achieved through the following technical solutions.

[0010] A long-endurance flying backpack based on turbo-electric hybrid power, including a power system, an electric propulsion system, a skeleton part, a manned part, and a flight control system;

[0011] The power system includes an energy storage part and an energy conversion part, and the energy storage part and the energy conversion part are installed on the skeleton part; the energy storage part includes a fuel tank and an energy storage lithium battery; the energy conversion part includes a turbojet engine, an axially through-type 90° curved vector nozzle, a DC brushless generator, and a transmission shaft. The turbojet engine and the DC brushless generator are connected through a transmission shaft to achieve energy transfer, the axially through-type 90° curved vector nozzle is connected to the turbojet engine turbine, and the axially through-type 90° curved vector nozzle is placed between the turbojet engine and the DC brushless generator. The fuel tank is connected to the turbojet engine through an oil pipeline to supply aviation kerosene to the turbojet engine, the DC brushless generator is electrically connected to the energy storage lithium battery and the electric propulsion system, and the turbojet engine drives the DC brushless generator through the transmission shaft to generate electricity, part of which is supplied to the electric propulsion system, and part is supplied to the energy storage lithium battery to store electricity;

[0012] The electric propulsion system includes a rotor, a left rotor bracket of a rotor motor, a right rotor bracket, and a control mechanism. The control mechanism includes a support frame. One end of each of the left and right rotor brackets is provided with a helical gear and supported by the support frame. The control mechanism is engaged with the helical gears of the left and right rotor brackets. The other ends of the left and right rotor brackets are fixed with a rotor motor. The rotor is connected to the rotating shaft of the rotor motor.

[0013] The skeleton part is used to install the power system, electric propulsion system, manned part, and flight control system. The power system is installed on the rear side, the electric propulsion system is installed on the upper end of the skeleton part, and the manned part and flight control system are installed on the front side of the skeleton part.

[0014] The passenger part includes a back cushion and a safety belt, the safety belt is arranged on the back cushion, and the back cushion is installed on the frame part;

[0015] The flight control system includes an electronic display screen, a directional control handle, and a signal collection and processing box. The flight control system is electrically connected to a lithium-ion battery that supplies power to the flight control system. The electronic display screen and the directional control handle are mounted on the frame portion, corresponding to the position of the pilot's hands. The signal collection and processing box includes a signal receiving interface and a signal output interface. The signal receiving interface is respectively connected to sensors in the sensor array. The signal collection and processing box processes data and regulates the forward and backward direction control motors and the left and right direction control motors in the electric propulsion system.

[0016] The control mechanism also includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a front and rear direction control motor, and a left and right direction control motor. The first gear is installed at the end of the rotating shaft of the front and rear direction control motor and meshes with the second gear; the second gear is installed at the end of the left rotor bracket through a bearing, and the two can rotate independently around the axis without interfering with each other; the third gear and the fifth gear are both installed on the concentric bracket in the middle of the gear disk of the second gear through bearings, wherein the third gear cooperates with the rotating shaft of the left and right direction control motor and is driven by the left and right direction control motor, and the fifth gear is an auxiliary gear, has no drive, and plays the role of sharing the force; the fourth gear and the sixth gear are located at the ends of the left rotor bracket and the right rotor bracket respectively, wherein the fourth gear and the sixth gear are both meshed with the third gear and the fifth gear.

[0017] Furthermore, the energy storage lithium battery is placed above the fuel tank and connected through the lithium battery fixing slot. The fuel tank is placed above the mounting base embedded in the frame part, in the corresponding fuel tank fixing slot in the mounting base, and fixed by a cylindrical fixing plug.

[0018] Furthermore, the skeleton part includes a mounting base plate, an energy conversion part structural connecting plate, a manned part structural connecting plate, an electric propulsion part structural connecting plate, and a symmetrically connected tilting tube. The energy conversion part structural connecting plate is arranged on the upper rear side of the mounting base plate, and the energy conversion part structural connecting plate is provided with bolt holes corresponding to the engine clamp and the generator clamp. The energy conversion part structural connecting plate is connected to the engine clamp and the generator clamp by bolts; the manned part structural connecting plate is arranged on the upper front side of the mounting base plate, and a slide groove is provided on the manned part structural connecting plate. The connecting ribs in the manned part are connected to the manned part of the skeleton part through the slide groove. The sub-structure connecting plate is connected, and the connecting ribs are arranged on the cushion; a slot corresponding to the size of the fuel tank is arranged on the installation base plate between the energy conversion part structure connecting plate and the human part connecting plate, and the fuel tank is embedded in the slot; an electric propulsion part structure connecting plate is arranged on the upper end of the energy conversion part structure connecting plate and the human part connecting plate, and bolt holes corresponding to the support frame of the electric propulsion system are arranged on the electric propulsion part structure connecting plate, and the electric propulsion system is fixed by bolt connection; the symmetrical connecting tilt tube is hollow inside and is connected to the back side of the manned part structure connecting plate by welding, and the symmetrical connecting tilt tube is used to install an electronic display screen and a direction control handle.

[0019] Furthermore, the manned part also includes a breastplate and connecting ribs, and the cushion includes a headrest and a lumbar cushion. The headrest is fixed to the upper end of the lumbar cushion by bottom bolts, and the headrest is embedded with a high-density memory foam layer to adapt to the curvature of the cervical spine; the breastplate and the lumbar cushion are adjusted by the safety belt and are equipped with a locking mechanism; the safety belt adopts a double-sided slide rail and a T-slot on the side of the lumbar cushion for sliding connection; the connecting ribs are made of carbon fiber reinforced nylon, embedded in the longitudinal groove on the back of the lumbar cushion, and fixed by four-point bolts to form a torsion-resistant support frame, and the connecting ribs are adapted to the slide groove in the skeleton part.

[0020] Furthermore, the electronic display screen includes a display screen, a display screen housing, and a display screen fixing tube. The display screen is buckled in the display screen housing, and the display screen housing and the display screen fixing tube are integrally connected. The interior of the display screen fixing tube is a hollow structure. The electronic display screen power supply line is connected to the charging interface on the display screen housing through the display screen fixing tube to charge the electronic display screen.

[0021] Furthermore, the steering control handle includes a grip body, a throttle trigger mechanism, and a handle fixing tube. The interior of the handle fixing tube is a hollow structure, and the power transmission line is connected to the steering control handle through the handle fixing tube for signal transmission and power transmission.

[0022] Compared with the existing technology, the advantages of the present invention are: improving energy utilization and extending flight time by combining turbines with electricity; multiple energy supply methods improve the safety performance of the flight backpack; and the hands are controlled through joysticks and intelligent systems, which greatly frees the hands and meets more combat needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A perspective view of the present invention;

[0024] Figure 2 Another perspective view of the present invention;

[0025] Figure 3 This is a diagram of the power system of the present invention;

[0026] Figure 4 This is a diagram of the energy storage portion of the power system of the present invention;

[0027] Figure 5 This is a front view of the energy conversion part of the power system of the present invention;

[0028] Figure 6 A three-dimensional diagram of the energy conversion portion of the power system of the present invention;

[0029] Figure 7 A diagram of the electric propulsion system of the present invention;

[0030] Figure 8It is a three-dimensional diagram of the skeleton part of the present invention;

[0031] Figure 9 This is a three-dimensional view of the skeleton portion of the present invention from another perspective;

[0032] Figure 10 A three-dimensional diagram of the manned portion of the present invention;

[0033] Figure 11 A three-dimensional view of the passenger portion of the present invention from another perspective;

[0034] Figure 12 A three-dimensional diagram of the electronic display screen of the present invention;

[0035] Figure 13 A three-dimensional diagram of the signal collection and processing box of the present invention;

[0036] Figure 14 A perspective view of the direction control handle of the present invention;

[0037] Figure 15 A diagram of the control mechanism of the electric propulsion system of the present invention;

[0038] Figure 16 is the level flight power curve of the present invention;

[0039] In the figure: 1. Power system, 2. Electric propulsion system, 3. Skeleton, 4. Manned part, 5. Flight control system;

[0040] 11. Energy storage part, 12. Energy conversion part, 111. Fuel tank, 112. Energy storage lithium battery, 121. Turbojet engine, 122. Axial through-type 90° curved vector nozzle, 123. DC brushless generator, 124. Drive shaft, 125. Engine clamp, 126. Generator clamp, 131. Main fuel tank, 133. Fuel pump, 134. Cylindrical fixing block, 135. Lithium battery fixing slot, 136. Fuel inlet, 141. Charging port, 142. Output port;

[0041] 21. Rotor, 22. Rotor protection cover, 23. Rotor motor, 241. Left rotor bracket, 242. Right rotor bracket, 25. Control mechanism protection cover, 26. Electric propulsion control mechanism, 261. First gear, 262. Second gear, 263. Third gear, 264. Fourth gear, 265. Fifth gear, 266. Sixth gear, 267. Forward and backward direction control motor, 268. Left and right direction control motor, 269. Support frame;

[0042] 31. Mounting base plate, 32. Energy conversion part structural connection plate, 33. Manned part structural connection plate, 34. Electric propulsion part structural connection plate, 35. Symmetrical connection tilt tube, 351. Symmetrical connection tilt tube (right tube), 352. Symmetrical connection tilt tube (left tube);

[0043] 41. Headrest, 42. Breastplate, 43. Lumbar cushion, 44. Safety belt, 45. Connecting ribs;

[0044] 51. Electronic display screen, 52. Steering handle, 53. Signal collection and processing box. DETAILED DESCRIPTION

[0045] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but they are not intended to limit the present invention.

[0046] like Figure 1 and Figure 2 As shown, a long-endurance flying backpack based on turbo-electric hybrid power includes a power system, an electric propulsion system, a skeleton part, a manned part, a flight control system, and an energy management system.

[0047] 1.1 Powertrain

[0048] like Figure 3 As shown, the power system (1) includes an energy storage part (11) and an energy conversion part (12).

[0049] 1.1.1 Energy Storage

[0050] like Figure 4 As shown, the energy storage part (11) includes a fuel tank (111) and an energy storage lithium battery (112).

[0051] The energy storage lithium battery (112) is placed above the fuel tank (111) and connected via a lithium battery fixing slot (135); the fuel tank (111) is placed above a mounting base plate (31) embedded in the skeleton portion (3), in a corresponding fuel tank fixing slot (311) in the mounting base plate (31), and fixed via a cylindrical fixing insert (134).

[0052] The fuel tank (111) includes a main fuel tank (131), a fuel pump (133), a cylindrical fixed insert (134), a lithium battery fixed slot (135), and a fuel inlet (136). A fuel state sensor is installed inside the main fuel tank (131) to monitor the fuel level, fuel temperature, and fuel pressure. The fuel pump (133) is arranged above the main fuel tank (131) and supplies fuel to the turbojet engine (121) through a fuel pipe. The cylindrical fixed insert (134) is arranged below the main fuel tank (131) and is used to fix the fuel tank (111) on the mounting base (31) in the skeleton part (3). The fuel inlet (136) is placed on one side of the fuel pump (133). When the fuel is exhausted, the fuel tank (111) can be refueled.

[0053] The energy storage lithium battery (112) includes a charging interface (141), an output interface (142)

[0054] 1.1.2 Energy conversion

[0055] like Figure 5 and Figure 6 As shown, the energy conversion part (12) includes a turbojet engine (121), an axially through-type 90° curved vector nozzle (122), a DC brushless generator (123), a transmission shaft (124), an engine clamp (125) and a generator clamp (126).

[0056] The turbojet engine (121) is connected to the DC brushless generator (123) through a transmission shaft (124), one end of the transmission shaft (124) is connected to the turbine shaft of the turbojet engine (121), and the other end is connected to the motor shaft of the DC brushless generator (123), thereby realizing energy transmission. The axially through-type 90° curved vector nozzle (122) is connected to the turbine of the turbojet engine (121) through a flange, and the axially through-type 90° curved vector nozzle (122) is placed between the turbojet engine (121) and the DC brushless generator (123) to ensure the overall structural balance. The turbojet engine (121) is connected to the energy conversion part structural connection plate (32) in the skeleton part (3) through an engine clamp (125) through bolts, and the DC brushless generator (123) is connected to the energy conversion part structural connection plate (32) in the skeleton part (3) through a generator clamp (126) through bolts.

[0057] A long-endurance flying backpack based on turbo-electric hybrid power, whose energy conversion is achieved through the following method.

[0058] The fuel tank (111) supplies aviation kerosene to the turbojet engine (121). The aviation fuel burns in the combustion chamber of the turbojet engine (121), releasing heat energy that is converted into mechanical energy to drive the turbine to rotate. The turbine of the turbojet engine (121) is connected to the DC brushless generator (123) through a transmission shaft (124). The DC brushless generator (123) converts mechanical energy into electrical energy. A portion of the electricity is directly transmitted to the electric propulsion system (2) rotor motor (23) through a wiring harness, driving the rotor (21) to rotate and generate thrust. The other portion is connected to the energy storage part (11) energy storage lithium battery (112) charging interface (143) through a wire, storing the electrical energy in the energy storage lithium battery (112) to prepare for subsequent use of the electric propulsion system (2) rotor motor (23).

[0059] 1.2 Electric Propulsion System

[0060] like Figure 7 As shown, the electric propulsion system includes a rotor (21), a rotor protection cover (22), a rotor motor (23), a left rotor bracket (241), a right rotor bracket (242), a support frame (269), a control mechanism protection cover (25), and a control mechanism (26).

[0061] The left rotor bracket (241) and the right rotor bracket (242) are both provided with a helical gear at one end and supported by a support frame (269), and a rotor motor (23) is fixed at the other end. The rotor protection cover (22) is fixed to one end of the rotor motor (23) shaft, and the rotor (21) is installed at the end of the rotor motor (23) shaft and protected by the rotor protection cover (25).

[0062] The control mechanism (26) includes a first gear (261), a second gear (262), a third gear (263), a fourth gear (264), a fifth gear (265), a sixth gear (266), a front-rear direction control motor (267), a left-right direction control motor (268), and a support frame (269). The first gear (261) is mounted on the end of the rotating shaft of the front-rear direction control motor (267) and meshes with the second gear (262); the second gear (262) is mounted on the end of the left rotor bracket (241) through a bearing, and the two can rotate independently around the axis without interfering with each other; the third gear (263) and the first gear (264) are mounted on the end of the rotating shaft of the front-rear direction control motor (267) and mesh ... The five gears (265) are all mounted on a concentric bracket in the middle of the gear plate of the second gear (262) through bearings, wherein the third gear (263) cooperates with the rotating shaft of the left and right direction control motor (268) and is driven by the left and right direction control motor (268), and the fifth gear (265) is an auxiliary gear, which has no drive and plays the role of sharing the force; the fourth gear (264) and the sixth gear (266) are respectively located at the ends of the left rotor bracket (241) and the right rotor bracket (242), wherein the fourth gear (264) and the sixth gear (266) are both meshed with the third gear (263) and the fifth gear (265).

[0063] 1.3 Skeleton

[0064] like Figure 8 and Figure 9 As shown, the skeleton part (3) includes a mounting base plate (31), an energy conversion part structural connection plate (32), a manned part structural connection plate (33), an electric propulsion part structural connection plate (34), and a symmetrically connected tilting tube (35).

[0065] Each structural connection plate is connected to the mounting base plate (31) and each structural connection plate is connected by means of a slot. The manned part structural connection plate (33) is arranged on the front side above the mounting base plate (31), and a slide groove (331) is arranged on the manned part structural connection plate (33). The connecting rib (45) in the manned part (4) is connected to the manned part structural connection plate (33) of the skeleton part (3) through the slide groove (331); the energy conversion part structural connection plate (32) is arranged on the rear side above the mounting base plate (31), and bolt holes corresponding to the engine clamp (125) and the generator clamp (126) are arranged on the energy conversion part structural connection plate (32), and the energy conversion part structural connection plate (32) is connected to the engine clamp (125) and the generator clamp (126) by bolts; the mounting base plate (3 1) A slot corresponding to the size of the fuel tank (111) is provided so that the fuel tank is embedded in the safety base plate (31); the safety base plate (31) is further provided with a fuel tank fixing slot (311) corresponding to the cylindrical plug block (113) on the bottom surface of the fuel tank (111); bolt holes corresponding to the control mechanism protection cover (25) and the support frame (269) of the electric propulsion system (2) are provided on the electric propulsion part structural connection plate (34), and the electric propulsion system (2) is fixed by bolt connection; the symmetrical connection tilting pipe (35) is hollow inside and is connected to the back of the manned part structural connection plate (33) by welding, and an opening is provided on the top. The symmetrical connection tilting pipe (35) is used to install an electronic display screen (51) and a direction control handle (52).

[0066] 1.4 Manned section

[0067] like Figure 10 and Figure 11 As shown, the manned portion (4) is composed of a headrest pillow (41), a breastplate (42), a waist cushion (43), a safety belt (44) and connecting ribs (45).

[0068] The headrest (41) is fixed to the upper end of the waist cushion (43) by bottom bolts, and has a high-density memory foam layer embedded in it to adapt to the curvature of the cervical spine; the breastplate (42) and the waist cushion (43) are adjusted by the safety belt (44) and are equipped with a locking mechanism; the safety belt (44) uses a double-sided slide rail to slide with the T-slot on the side of the waist cushion (43), and can be adjusted in tension by ±5cm in the vertical direction; the connecting ribs (45) are made of carbon fiber reinforced nylon, embedded along the longitudinal groove on the back of the waist cushion (43), and fixed by four-point bolts to form a torsion-resistant support frame. Standardized quick-release buckle interfaces are used between the components to achieve modular assembly without tools, and an anti-slip limit pin is provided at the hinge between the breastplate (42) and the waist cushion (43). The overall structure adopts a multi-point mechanical dispersion design to evenly distribute pressure on the shoulders, chest and lumbar regions, meeting ergonomic adaptation requirements.

[0069] 1.5 Flight Control System

[0070] like Figures 12 to 14 As shown, the flight control system (5) includes an electronic display screen (51), a direction control handle (52), and a signal collection and processing box (53). The flight control system (5) is electrically connected to an energy storage lithium battery (112), and the energy storage lithium battery (112) supplies power to the flight control system (5).

[0071] The electronic display screen (51) comprises a display screen (511), a display screen housing (512), and a display screen fixing tube (513). The display screen (511) is buckled in the display screen housing (512), the display screen housing (512) and the display screen fixing tube (513) are integrally connected, the interior of the display screen fixing tube (513) is a hollow structure, and a power transmission line of the electronic display screen (51) is connected to a charging interface on the display screen housing (512) through the display screen fixing tube (513) to charge the electronic display screen (51).

[0072] The steering handle (52) includes a grip body (521), a throttle trigger mechanism (522), and a handle fixing tube (523). The handle fixing tube (523) is hollow in structure. A power transmission line is connected to the steering handle (52) through the handle fixing tube (523) for signal transmission and power transmission.

[0073] The signal collection and processing box (53) includes a signal receiving interface (531) and a signal output interface (532). The signal collection and processing box (53) is fixed above the structural connection plate (32) of the energy conversion part of the skeleton part (6), and is respectively connected to the sensors in the sensor array (not shown in the figure). The signal collection and processing box (53) processes data and regulates the front and rear direction control motor (267) and the left and right direction control motor (268) in the electric propulsion system (2), thereby controlling the flight attitude.

[0074] The present invention controls the flight attitude by adjusting the operating lever, specifically as follows:

[0075] like Figure 15 As shown, the joystick control device includes a direction control handle (52) and a throttle trigger mechanism (522). When manual operation is required, the driver can operate the control handle (52) to control the flight backpack. The throttle trigger mechanism (522) controls the rotation speed of the two rotor motors. When the driver operates the throttle trigger mechanism (522) to press forward, the rotation speed of the two rotor motors increases, and the thrust provided also increases; when the driver presses the throttle trigger mechanism (522) backward, the rotation speed decreases, and the thrust provided also decreases. In addition, the greater the angle of pressing, the greater the degree of thrust increase or decrease, thereby achieving control of the flight attitude.

[0076] The direction control handle (52) controls the rotation direction and rotation angle of the front and rear direction control motor (267) and the left and right direction control motor (268). Taking the thumb pointing to the center point of the control mechanism (26) as a reference direction, and the direction pointed by other fingers in the right-hand rule representing the clockwise direction as an example, when the driver pushes the direction control handle (52) forward by a certain angle, the front and rear direction control motor (267) rotates counterclockwise by a certain angle, thereby driving the first gear (261) to rotate counterclockwise around the axis, and the second gear (262) to rotate clockwise around the axis, and through the bracket in the middle of the gear plate of the second gear (262) and the third gear (263) and the fifth gear (265), the fourth gear (264) and the left rotor bracket (241) are driven to rotate counterclockwise, and the sixth gear (266) and the right rotor bracket (246) are driven to rotate clockwise, thereby driving the two rotors to flip forward by a certain angle at the same time, and finally generating a backward thrust. At this time, if the driver does not operate the direction control handle (52) or presses the throttle trigger mechanism (522) backward, the upward component force will decrease. When it is less than gravity, it can achieve forward and downward flight. If the driver presses the throttle trigger mechanism (522) forward, both the upward and forward components of force increase. When the upward component force is equal to gravity, horizontal forward flight is achieved. When the upward component force is greater than gravity, forward and upward flight is achieved. Conversely, when the driver pushes the direction control handle (52) backward at a certain angle, the two rotors flip backward at a certain angle, generating forward thrust, and then cooperate with the throttle trigger mechanism (522) to achieve backward and downward flight, horizontal backward direction, and backward and upward flight.

[0077] When the driver pushes the direction control handle (52) to the left by a certain angle, the left and right direction control motors (268) rotate counterclockwise by a certain angle, driving the third gear (263) to rotate counterclockwise, the fourth gear (264) and the right bracket to flip clockwise, and the sixth gear (266) and the left rotor bracket (241) to flip clockwise, generating a torque. At this time, if the driver does not operate the direction control handle (52) or presses the throttle trigger mechanism (522) backward, the upward component force will be less than the gravity, and the flight backpack will rotate to the left by a certain angle while flying downward. If the driver presses the throttle trigger mechanism (522) forward, both the upward and forward components of force increase. When the upward component of force is equal to the gravity, the flight backpack will rotate to the left by a certain angle horizontally. When the upward component of force is greater than the gravity, the flight backpack will rotate to the left by a certain angle while flying upward. On the contrary, when the pilot pushes the direction control handle (52) to the right by a certain angle, in conjunction with the throttle trigger mechanism (522), the flying backpack can be rotated to the right by a certain angle while flying downward, rotated to the right by a certain angle horizontally, and rotated to the right by a certain angle while flying upward.

[0078] 2.1 Energy distribution in different flight modes

[0079] Based on the adjustments of the flight control system and energy management system, a long-endurance flying backpack based on turbo-electric hybrid power can be controlled in different flight modes, including vertical take-off and landing mode, high-speed cruise mode, emergency hover mode, and hybrid climbing mode.

[0080] The total weight of the turbo-electric hybrid flying backpack under this design structure (including the pilot's weight) is about 148kg, so the gravity is 1450N.

[0081] According to the calculation formula between power and thrust, the vertical hovering thrust power Where ρ = 1.225 is the air density, A is the equivalent rotor area (rotor length 0.5m, each rotor equivalent area 0.79m 2 ), T is the required thrust.

[0082] 1. Climb forward flight mode:

[0083] The hybrid mode is mainly used in the fast climbing or load climbing stage. Assuming the climbing acceleration is 0.4g (about 4m / s 2 ), then the thrust in this stage needs to meet high power, T=m(g+a)≈2030.1N.

[0084] In this mode, the flight control system regulates the energy storage part, and the turbojet engine and energy storage lithium battery operate simultaneously, driving the rotor motor to drive the rotor to rotate at high speed to increase the total thrust.

[0085] 2. High-speed cruise mode:

[0086] The high-speed cruise mode is mainly used in the horizontal flight stage. In this stage, flight stability and endurance of the aircraft must be guaranteed to meet the requirements of long-term flight. The cruise thrust is about 1.3-1.5 times the vertical thrust. 巡航 =1.3×T 垂直 =2262.7N.

[0087] In this mode, the flight control system regulates the energy storage component, distributing energy to 100% turbine drive. Energy is derived entirely from the turbojet engine, and the turbine operates at a constant speed at its optimal efficiency point, keeping the fuel efficiency within the high-efficiency range. The turbojet engine, via a drive shaft, drives the brushless DC generator, converting the engine's mechanical energy into electrical energy. A portion of this energy is directly used by the rotor motor to generate thrust, while the remaining portion is stored in the energy storage lithium battery, ensuring efficient fuel utilization. Simultaneously, the turbojet engine generates a large amount of jet fuel, which is ejected from an axially through-hole, 90° curved vector nozzle to provide some thrust compensation for the backpack. In this mode, the energy provided by the energy storage lithium battery accounts for a small portion of the total power source, primarily used to compensate for turbojet engine response delays and serving only as an energy backup solution.

[0088] 3. Hover mode:

[0089] The emergency hovering mode is mainly used in the stage of hovering in the air to perform tasks during the flight process. The thrust required in this stage is about 1450N of its own gravity.

[0090] In this mode, the flight control system regulates the energy storage, distributing it between 20% battery power and 80% turbine power. The turbine, with the majority of the energy supply coming from the turbine, powers the rotor motors, achieving full electric propulsion to meet instantaneous power demands and overcome gravity to ensure successful hovering and mission completion.

[0091] 4. Vertical take-off and landing mode:

[0092] The vertical take-off and landing mode is mainly used in the take-off or landing stage of the flying backpack. In this stage, the thrust needs to meet the short-term high power, plus 10% safety redundancy, T 垂直 =1.2×F G =1740.5N, and both low noise and posture stability need to be taken into account.

[0093] In this mode, the flight control system regulates the energy storage, distributing it 100% battery-driven and 100% turbine-driven. Theoretically, the primary energy source comes from the lithium-ion battery, providing substantial power to the rotor motors, propulsing the rotors. Auxiliary energy comes from the turbojet engine, providing thrust compensation to reduce battery load and stabilize flight attitude.

[0094] The above four flight modes regulate the energy storage part through the flight control system to maximize fuel efficiency and improve fuel economy by more than 40%, so that the long-endurance flying backpack based on turbo-electric hybrid power has the ability to meet various application needs.

[0095] 2.2 Beneficial Effects of the Invention

[0096] The structural design parameters of the present invention are roughly as follows: fuel tank 28kg, battery 10kg, turbojet engine 15kg, generator 4kg, rotor drive motors on both sides totaling 10kg, rotors on both sides totaling 6kg, skeleton part (hollow structure) 8kg, other 2kg, pilot's own weight 65kg, total weight 148kg. Combined with the characteristics of the series turbo-electric hybrid system, the endurance time is estimated by comprehensively considering the fuel energy conversion efficiency, battery assistance strategy and flight power requirements.

[0097] 1. Theoretical Calculation

[0098] 1. First, estimate the flight power requirement of the present invention

[0099] According to the rotor propulsion power formula:

[0100] Hovering power:

[0101] Forward flight power: P 前飞 =P 诱导 +P 型阻 +P 废阻

[0102] Induced power (approximate correction):

[0103] Type resistance power:

[0104] Waste resistance power:

[0105] (Where T is the thrust generated by the rotor, ρ is the air density, ρ = 1.225lg / m 3 , A is the equivalent propulsion area, A=0.79m 2 , C D0 is the blade drag coefficient, σ is the rotor solidity, Ω is the rotor angular velocity, A r is the reference area)

[0106] When in hover mode, at hover power reference,

[0107] Thrust requirement: 148kg total weight requires at least 148kg x 9.8m / s 2 =1450N

[0108]

[0109] The total power curve for level flight is roughly as follows Figure 16 As shown:

[0110] According to the total power curve of level flight and the above formula, P 巡航 ≈28.1kW, P 爬升 ≈50.45kW, P降落 ≈37.4kW

[0111] 2. Based on the above calculations, calculate the endurance time according to the time allocation of a task.

[0112] The flight time distribution is as follows: vertical take-off and landing accounts for about 5% (take-off + landing), high-speed cruising accounts for about 70%, hovering accounts for about 10%, and mixed climbing accounts for about 15%.

[0113] Fuel consumption per hour in high-speed cruise mode = cruise power × fuel consumption rate per unit time

[0114] Cruise power P 巡航 ≈28.1kW, fuel consumption rate 0.9kg / kWh

[0115] Fuel consumption = 28.1kW x 0.9kg / kWh = 25.29kg / h

[0116] The available fuel in the cruise phase is 28kg x 70% = 19.6kg

[0117] Cruising flight time = 19.6 / 25.29 = 0.77h = 46min

[0118] 2. After the above theoretical calculations, a conservative estimate of the endurance is made in combination with actual limitations. First, when running at continuous high power, the turbine exhaust temperature needs to be controlled at 800-1000°C, and the battery needs to be liquid-cooled to maintain <40°C, otherwise the system may overheat and shut down (the actual endurance may be reduced by 20-30%). Secondly, in order to ensure the safety of fuel and batteries, the coexistence of aviation kerosene and lithium batteries requires strict fire isolation; or other structural supplementary designs may cause the weight of the present invention to increase, increasing the weight by about 3-5kg, which may slightly reduce the theoretical endurance. According to actual measurement reference comparison, the existing pure fuel jet backpack (such as JB12, 30kg fuel) has a endurance of 8-10 minutes. The hybrid system uses electric energy assistance and efficiency optimization to increase the endurance by 3-4 times, which is in line with technical expectations.

[0119] 3. After the above theoretical calculations, the future optimization effect of the present invention is calculated. If components with more advantageous performance are used, such as SiC power electronic devices (efficiency increased to 98%) and high-temperature superconducting motors (efficiency> 95%), the total energy utilization rate can be increased to 35%, and the endurance can be extended to 50 minutes. If the intelligent power distribution is further optimized, when the power demand is low, the turbine generates electricity to charge the battery, and the battery assists the high-power segment, which can further reduce the average power and the endurance can be up to 51 minutes. The component materials are designed to be lightweight, using carbon fiber materials or 3D printed components, reducing the weight by 10% (total weight reduced to 136kg), then the hovering power can be further extended.

[0120] 4. Under the condition of the same fuel consumption, the endurance of the present invention and the jet-powered flying backpack is calculated and compared.

[0121] A 28kg fuel tank can store 35L of aviation fuel, and the total fuel volume is 35L (Jet A-1, energy density is about 43MJ / kg). The fuel consumption rate of a typical micro turbojet engine (such as JetCat P400) is 0.5-1.2L / min / unit (depending on the thrust output), and the average fuel consumption per engine is 0.8L / min. Assuming there are 6 micro turbojets,

[0122] Total fuel consumption: 0.8 liters / minute × 6 = 4.8 liters / minute

[0123] Theoretical battery life:

[0124] Taking into account the high thrust demand during takeoff and the safety limit of fuel residue, the actual flight time may be reduced to 5-6 minutes. Theoretical calculations have shown that under the same fuel consumption, the flight time of the present invention is 6 times that of a jet flight backpack, which is much longer than the flight time of a jet-powered flight backpack.

[0125] In summary, under the above structural design, the theoretical flight time of a turbo-electric hybrid-powered long-range flight backpack is approximately 40-50 minutes. In actual engineering applications, considering limitations such as thermal management and safety redundancy, the practical flight time is expected to be 35-40 minutes, significantly better than current pure fuel or pure electric flight backpacks (current products generally have a flight time of 5-10 minutes). Through future technical optimization, the flight time is expected to exceed 1 hour.

[0126] The above description is only a preferred embodiment of the present invention and does not limit the implementation mode and protection scope of the present invention. For those skilled in the art, it should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A long-endurance flying backpack based on turbo-electric hybrid power, characterized in that: It includes a power system (1), an electric propulsion system (2), a skeleton part (3), a manned part (4), and a flight control system (5); The power system (1) comprises an energy storage part (11) and an energy conversion part (12), wherein the energy storage part (11) and the energy conversion part (12) are mounted on the skeleton part (3); the energy storage part (11) comprises a fuel tank (111) and an energy storage lithium battery (112); the energy conversion part (12) comprises a turbojet engine (121), an axially through-type 90° curved vector nozzle (122), a DC brushless generator (123), and a transmission shaft (124); the turbojet engine (121) and the DC brushless generator (123) are connected via the transmission shaft (124) to achieve energy transmission; the axially through-type 90° curved vector nozzle (122) is connected to the DC brushless generator (123) via the transmission shaft (124) to achieve energy transmission; (122) is connected to the turbine of the turbojet engine (121), the axial through-type 90° curved vector nozzle (122) is placed between the turbojet engine (121) and the DC brushless generator (123), the fuel tank (111) is connected to the turbojet engine (121) through the oil pipeline to supply aviation kerosene to the turbojet engine (121), the DC brushless generator (123) is electrically connected to the energy storage lithium battery (112) and the electric propulsion system (2), the turbojet engine (121) drives the DC brushless generator (123) to operate and generate electricity through the transmission shaft (124), a part of which is supplied to the electric propulsion system (2), and a part of which is supplied to the energy storage lithium battery (112) to store electrical energy; The electric propulsion system (2) includes a rotor (21), a rotor motor (23), a left rotor bracket (241), a right rotor bracket (242), and a control mechanism (26). The control mechanism (26) includes a support frame (269). One end of the left rotor bracket (241) and the right rotor bracket (242) are both provided with a helical gear and supported by the support frame (269). The control mechanism (26) is engaged with the helical gears of the left rotor bracket (241) and the right rotor bracket (242). The other ends of the left rotor bracket (241) and the right rotor bracket (242) are fixed with a rotor motor (23). The rotor (21) is connected to the rotating shaft of the rotor motor (23). The skeleton part (3) is used to install a power system (1), an electric propulsion system (2), a manned part (4), and a flight control system (5); the power system (1) is installed on the rear side, the electric propulsion system (2) is installed on the upper end of the skeleton part (3), and the manned part (4) and the flight control system (5) are installed on the front side of the skeleton part (3); The manned portion (4) includes a back cushion and a safety belt (44), wherein the safety belt (44) is arranged on the waist back cushion (43), and the back cushion is installed on the frame portion (3); The flight control system (5) includes an electronic display screen (51), a direction control handle (52), and a signal collection and processing box (53). The flight control system (5) is electrically connected to an energy storage lithium battery (112). The energy storage lithium battery (112) supplies power to the flight control system (5). The electronic display screen (51) and the direction control handle (52) are mounted on the skeleton part (3) and correspond to the position of the pilot's hand. The signal collection and processing box (53) includes a signal receiving interface (531) and a signal output interface (532). The signal receiving interface (531) is respectively connected to the sensors in the sensor array. The signal collection and processing box (53) processes data and regulates the front and rear direction control motor (267) and the left and right direction control motor (268) in the electric propulsion system (2). The control mechanism (26) further comprises a first gear (261), a second gear (262), a third gear (263), a fourth gear (264), a fifth gear (265), a sixth gear (266), a front-rear direction control motor (267), and a left-right direction control motor (268). The first gear (261) is mounted on the end of the rotating shaft of the front-rear direction control motor (267) and meshes with the second gear (262); the second gear (262) is mounted on the end of the left rotor bracket (241) through a bearing, and the two can rotate independently around the axis without interfering with each other; the third gear (263) and the fifth gear ( 265) are both mounted on a concentric bracket in the middle of the gear plate of the second gear (262) through bearings, wherein the third gear (263) cooperates with the rotating shaft of the left and right direction control motor (268) and is driven by the left and right direction control motor (268), and the fifth gear (265) is an auxiliary gear, which has no drive and plays a role in sharing the force; the fourth gear (264) and the sixth gear (266) are respectively located at the ends of the left rotor bracket (241) and the right rotor bracket (242), wherein the fourth gear (264) and the sixth gear (266) are both meshed with the third gear (263) and the fifth gear (265).

2. A long-endurance flying backpack based on turbo-electric hybrid power according to claim 1, characterized in that: The energy storage lithium battery (112) is placed above the fuel tank (111) and connected via a lithium battery fixing slot (135); the fuel tank (111) is placed above a mounting base plate (31) embedded in the skeleton portion (3), in a corresponding fuel tank fixing slot (311) in the mounting base plate (31), and fixed via a cylindrical fixing insert (134).

3. The long-endurance flying backpack based on turbo-electric hybrid power according to claim 1, characterized in that: The skeleton part (3) comprises a mounting base (31), an energy conversion part structural connecting plate (32), a manned part structural connecting plate (33), an electric propulsion part structural connecting plate (34), and a symmetrically connected tilting tube (35). The energy conversion part structural connecting plate (32) is arranged on the upper rear side of the mounting base (31). The energy conversion part structural connecting plate (32) is provided with bolt holes corresponding to the engine clamp (125) and the generator clamp (126). The energy conversion part structural connecting plate (32) is connected to the engine clamp (125) and the generator clamp (126) by bolts. The manned part structural connecting plate (33) is arranged on the upper front side of the mounting base (31). The manned part structural connecting plate (33) is provided with a slide groove (331). The connecting ribs (45) in the manned part (4) are connected to the skeleton part (3) through the slide groove (331). The human part structure connecting plate (33) is connected, and the connecting rib (45) is arranged on the cushion; a card slot corresponding to the size of the fuel tank (111) is arranged on the installation base plate (31) between the energy conversion part structure connecting plate (32) and the manned part structure connecting plate (33), and the fuel tank (111) is embedded in the card slot; an electric propulsion part structure connecting plate (34) is arranged on the upper end of the energy conversion part structure connecting plate (32) and the manned part structure connecting plate (33), and a bolt hole corresponding to the support frame (269) of the electric propulsion system (2) is arranged on the electric propulsion part structure connecting plate (34), and the electric propulsion system (2) is fixed by bolt connection; the symmetrical connection tilting tube (35) is hollow inside and is connected to the back of the manned part structure connecting plate (33) by welding. The symmetrical connection tilting tube (35) is used to install the electronic display screen (51) and the direction control handle (52).

4. The long-endurance flying backpack based on turbo-electric hybrid power according to claim 1, characterized in that: The manned portion (4) further comprises a breastplate (42) and connecting ribs (45), the cushion comprising a headrest (41) and a waist cushion (43), the headrest (41) being fixed to the upper end of the waist cushion (43) by means of bottom bolts, and the headrest (41) being embedded with a high-density memory foam layer to adapt to the curvature of the cervical spine; the breastplate (42) and the waist cushion (43) are adjusted by a safety belt (44) and are provided with a locking mechanism; the safety belt (44) is slidably connected to the T-slot on the side of the waist cushion (43) by means of a double-sided slide rail; the connecting rib (45) is made of carbon fiber reinforced nylon, embedded in a longitudinal groove on the back of the waist cushion (43), and fixed by four-point bolts to form a torsion-resistant support frame, and the connecting rib (45) is adapted to the slide groove (331) in the skeleton portion (3).

5. The long-endurance flying backpack based on turbo-electric hybrid power according to claim 1, characterized in that: The electronic display screen (51) comprises a display screen (511), a display screen housing (512), and a display screen fixing tube (513). The display screen (511) is buckled in the display screen housing (512). The display screen housing (512) and the display screen fixing tube (513) are integrally connected. The interior of the display screen fixing tube (513) is a hollow structure. A power transmission line of the electronic display screen (51) is connected to a charging interface on the display screen housing (512) through the display screen fixing tube (513) to charge the electronic display screen (511).

6. The long-endurance flying backpack based on turbo-electric hybrid power according to claim 1, characterized in that: The steering control handle (52) comprises a grip body (521), a throttle trigger mechanism (522), and a handle fixing tube (523). The interior of the handle fixing tube (523) is a hollow structure. A power transmission line is connected to the steering control handle (52) through the handle fixing tube (523) for signal transmission and power transmission.

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