Turbojet engine and aircraft

Abstract

The turbojet engine comprises an engine shell, a starting motor, a gas compressor, a combustion chamber and a turbine are arranged in the engine shell, and the exhaust end of the combustion chamber communicates with the atmosphere through an exhaust nozzle; the compressor is provided with an air inlet and an air outlet; the air outlets are divided into a first air outlet and a second air outlet; the first gas outlet is formed in the engine shell and communicates with the gas inlet end of the combustion chamber, so that part of compressed gas is introduced into the combustion chamber to be mixed with fuel oil for combustion, the turbine is impacted, and the fuel gas is discharged into the atmosphere to generate thrust; and the second air outlet extends out of the engine shell and is communicated with the external atmosphere, so that the other part of compressed air is directly discharged into the external atmosphere, and the posture of the whole aircraft is adjusted. According to the invention, through the design of introducing the second air outlet, the posture is adjusted by utilizing compressed air led out from the air compressor, so that the air which is not utilized originally is fully utilized, and the overall energy utilization rate is improved.

Description

Technical Field

[0001] The present invention relates to the field of aircraft technology, and in particular to a turbojet engine and an aircraft, which can be applied to tourism, emergency rescue, leisure and entertainment, short-distance travel, disaster escape, individual combat and other fields. Background Art

[0002] Micro turbojet engines are used as power devices for single-person aircraft. Traditional micro turbojet engines such as Figure 1 As shown in the figure, it is composed of a starter motor, a compressor, a combustion chamber, a turbine, and a tail nozzle. The working principle of a traditional micro turbojet engine is that the starter motor drives the compressor to rotate at high speed, sucking the outside air into the air inlet and compressing it through the compressor. The airflow enters the combustion chamber and is atomized and mixed with the fuel injected by the nozzle to form a combustible mixture. After ignition and combustion, high-temperature and high-pressure combustion gas is generated, which impacts the turbine and converts the heat energy into the kinetic energy of the turbine. The generated power is used to drive the compressor. Finally, the high-temperature and high-pressure combustion gas is discharged into the outside atmosphere through the tail nozzle to generate thrust.

[0003] Furthermore, in the existing single-person aircraft technology, the conventional micro-turbojet engines are generally mounted independently and symmetrically on both sides of the backpack to provide vertical thrust to the aircraft and achieve vertical take-off and landing. At the same time, ducted fan assemblies are arranged on both sides of the aircraft to provide horizontal thrust to the aircraft, and then the combined force in different directions is achieved through the controller to achieve different attitude switching of the aircraft. In addition, an L-shaped backpack frame is provided, and the safety belt can be adjusted to accommodate people of different body shapes.

[0004] However, not all the air in a traditional micro turbojet engine participates in combustion. When part of the air that does not participate in combustion is not utilized, it will result in low energy utilization.

[0005] In the existing single-person aircraft technical solutions, attitude adjustment is achieved by adding a device to provide horizontal thrust, which will significantly increase the structural complexity of the entire system, and has high requirements for the controller and low reliability. Summary of the invention

[0006] In view of this, the present invention provides a turbojet engine and an aircraft to solve the problem of low energy utilization rate of traditional micro turbojet engines.

[0007] In a first aspect, the present invention provides a turbojet engine, comprising an engine housing, wherein a starter motor, a compressor, a combustion chamber and a turbine are arranged in the engine housing, wherein an exhaust end of the combustion chamber is connected to the atmosphere through a tail nozzle; a first shaft end of the compressor is coaxially connected to an output shaft end of the starter motor, a second shaft end of the compressor is coaxially connected to the turbine, and the compressor has an air inlet and an air outlet;

[0008] The air outlet is divided into a first air outlet and a second air outlet; the first air outlet is arranged inside the engine casing and connected to the air inlet end of the combustion chamber, so as to introduce part of the compressed gas into the combustion chamber for mixing and combustion with the fuel, impacting the turbine, and causing the fuel gas to be discharged into the atmosphere to generate thrust; the second air outlet extends from the engine casing and is connected to the outside atmosphere, so as to discharge another part of the compressed gas directly into the outside atmosphere to adjust the attitude of the entire aircraft.

[0009] The beneficial effects of the above-mentioned turbojet engine are as follows: by introducing the design of the air bleed port, the problems of low energy utilization and complex attitude adjustment system in traditional micro turbojet engines are cleverly solved. The compressed air drawn out from the compressor is used for attitude adjustment, which makes full use of the air that was originally unused, improves the overall energy utilization, simplifies the system structure, avoids the addition of complex horizontal thrust devices, reduces the difficulty and cost of attitude adjustment, and improves the reliability and stability of the system.

[0010] In a second aspect, the present invention further provides an aircraft, comprising:

[0011] Aircraft body;

[0012] A power mechanism, the power mechanism comprising at least one of the turbojet engines, the turbojet engine being arranged inside the aircraft body, and the power mechanism being used to generate thrust for the aircraft body;

[0013] at least one attitude adjustment mechanism, the attitude adjustment mechanism being in communication with the second air outlet of the turbojet engine, and the attitude adjustment mechanism adjusting the attitude of the aircraft body by means of compressed air drawn from the turbojet engine;

[0014] A control system is provided, wherein the control system is used for coordinating and controlling the power mechanism and the posture adjustment mechanism, and the controlled ends of the power mechanism and the posture adjustment mechanism are respectively connected to the output ends of the control system.

[0015] The above-mentioned aircraft has the same effect as the turbojet engine, which will not be described in detail here.

[0016] In an optional embodiment, the power mechanism includes at least two turbojet engines detachably arranged inside the aircraft body, the number of the attitude adjustment mechanisms is the same as the number of the turbojet engines, and each of the attitude adjustment mechanisms is respectively connected to a corresponding second air outlet of each of the turbojet engines;

[0017] An emergency intercommunication device is provided between the second air outlets of each of the turbojet engines; when a single-side turbojet engine fails, the emergency intercommunication device is suitable for emergency intercommunication of the second air outlets of each turbojet engine, thereby improving the safety of single-side turbojet engine failure.

[0018] In an optional embodiment, the emergency intercommunication device includes at least one bleed air intercommunication pipe, which is arranged between the second air outlets of two adjacent turbojet engines, and an emergency intercommunication valve is arranged on the bleed air intercommunication pipe, and the controlled end of the emergency intercommunication valve is connected to the output end of the control system.

[0019] In an optional embodiment, the posture adjustment mechanism includes:

[0020] An air bleed pipe, the air bleed pipe is connected to a second air outlet of the turbojet engine;

[0021] A transfer arm, the transfer arm is connected to the air duct and can be vertically extended and retracted;

[0022] A horizontal telescopic arm, the horizontal telescopic arm is connected to the transfer arm, and the horizontal telescopic arm can be telescoped laterally, and a posture adjustment nozzle is provided at the tail end of the horizontal telescopic arm;

[0023] A posture nozzle sensor, the posture nozzle sensor is arranged at the position of the posture adjustment nozzle, and the posture nozzle sensor is used to detect the working state of the posture adjustment nozzle and feed back the detection information to the control system;

[0024] A nozzle adjustment structure is used to adjust the size of the posture adjustment nozzle.

[0025] In an optional embodiment, the nozzle adjustment structure includes:

[0026] An air flow regulating valve, wherein the air flow regulating valve is arranged at the attitude regulating nozzle;

[0027] An attitude nozzle adjustment motor is arranged on the outside of the horizontal telescopic arm, and the attitude nozzle adjustment motor is connected to the air intake volume adjustment valve through a connecting component and is used to adjust the opening size and / or opening direction of the air intake volume adjustment valve. The controlled end of the attitude nozzle adjustment motor is connected to the output end of the control system.

[0028] In an optional embodiment, the inner cavity of the aircraft body is divided into two vertically arranged first cavities and second cavities by a first partition; the turbojet engine is arranged in the first cavity, an air inlet is arranged on the top wall of the first cavity, and a main nozzle is arranged on the bottom wall of the first cavity; the second cavity is divided into a fuel tank and a control system installation cavity arranged in sequence from top to bottom by a second partition, and the control system is arranged in the control system installation cavity.

[0029] In an optional embodiment, a main nozzle adjustment component is provided at the position of the main nozzle, and the main nozzle adjustment component is suitable for adjusting the opening size and / or opening direction of the main nozzle; the main nozzle adjustment component includes:

[0030] A plurality of main nozzle regulating grids, wherein the plurality of main nozzle regulating grids are arranged at intervals on the inner wall of the main nozzle;

[0031] A main nozzle sensor, the main nozzle sensor is arranged at the main nozzle, and the main nozzle sensor is used to detect the working state of the main nozzle and feed back the detection information to the control system;

[0032] A gear rack structure, the gear rack structure comprising a rack and a gear meshing with the rack, the rack being connected to each main nozzle regulating grid plate;

[0033] A main nozzle grid plate adjusting motor, wherein the output shaft end of the main nozzle grid plate adjusting motor is coaxially connected to the gear, and the controlled end of the main nozzle grid plate adjusting motor is connected to the output end of the control system. The main nozzle grid plate adjusting motor is suitable for driving each main nozzle adjusting grid plate to swing so as to control the size and / or direction of the gas flow ejected from the main nozzle.

[0034] In an optional embodiment, a protective plate is provided extending downwardly from the bottom wall of the aircraft body;

[0035] and / or, a multi-point fixing belt is provided on a side of the outer wall of the aircraft body close to the second cavity;

[0036] And / or, an air intake protection net is provided at the position of the air intake;

[0037] And / or, an oil level observation window is provided on a side of the outer wall of the aircraft body close to the oil tank;

[0038] And / or, a heat insulation layer is provided on one side of the first partition located in the first cavity;

[0039] And / or, the aircraft body is manufactured by aluminum alloy casting or 3D printing.

[0040] In an optional embodiment, the control system includes:

[0041] A controller, the controller being arranged inside the aircraft body, the controller being adapted to control the operating state of the oil pump, and the speed and / or exhaust temperature and / or bleed air pressure of the turbojet engine;

[0042] A battery, the battery being arranged inside the aircraft body;

[0043] At least one joystick, which is arranged outside the aircraft body, wherein the output end of the joystick is connected to the input end of the controller through a first cable, and the output end of the controller is respectively connected to the controlled ends of the turbojet engine and the attitude adjustment mechanism through a second cable.

[0044] In an optional embodiment, the aircraft further includes:

[0045] A helmet, wherein a display screen is provided on the helmet, an input end of the display screen is connected to an output end of a control system, and the display screen is suitable for displaying a turbojet engine working state parameter and / or a flight state parameter in real time;

[0046] And / or, an attitude sensor, wherein the attitude sensor is arranged on the aircraft body, and the attitude sensor is used to detect the attitude of the aircraft body and feed back the detection information to the control system.

[0047] In summary, the technical solution of the present invention has the following advantages:

[0048] Compared with the existing technology, the present invention adopts an air-bleed micro turbojet engine as the power device of a single-person aircraft, which can significantly reduce the structural complexity, volume, weight and cost of the flying backpack, effectively improve the energy utilization rate, and at the same time realize flexible and maneuverable adjustment of the flight attitude, significantly improving the safety and stability of the flight.

[0049] The air-bleed type micro-turbojet engine of the present invention adopts an emergency intercommunication valve device, which can be used for emergency intercommunication of two attitude nozzle pipes when a single-side engine fails, so as to improve flight safety when a single engine fails. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0051] Figure 1 It is a schematic diagram of the structure of a traditional micro turbojet engine;

[0052] Figure 2 A schematic structural diagram of a turbojet engine provided by the present invention;

[0053] Figure 3 A schematic diagram of the external structure of an aircraft provided by the present invention;

[0054] Figure 4 A schematic diagram of the structure of a power mechanism in an aircraft provided by the present invention;

[0055] Figure 5 A schematic diagram of the structure of an attitude adjustment mechanism in an aircraft provided by the present invention;

[0056] Figure 6 A schematic diagram of the structure of an aircraft body in an aircraft provided by the present invention after being cut open;

[0057] Figure 7 A schematic diagram of the structure of a control system in an aircraft provided by the present invention;

[0058] Figure 8 A right sectional view of a control system in an aircraft provided by the present invention;

[0059] Fig. 9 The present invention provides a functional block diagram of an aircraft.

[0060] Description of reference numerals:

[0061] 1. Power mechanism, 11. Turbojet engine, 111. Starter motor, 112. Compressor, 1121. First air outlet, 1122. Second air outlet, 113. Combustion chamber, 114. Turbine, 115. Tail nozzle, 116. Engine casing, 14. Bleed air intercommunication pipe, 15. Bleed air conversion seat, 16. Clamp, 17. Emergency intercommunication valve;

[0062] 2. Aircraft body, 201. First cavity, 202. Second cavity, 2021. Fuel tank, 2022. Control system installation cavity, 2023. Fuel filling port, 203. Heat insulation layer, 21. Multi-point fixing belt, 22. Protective plate, 23. Air intake protection net, 26. Oil observation window, 27. Main nozzle adjustment grid plate, 28. Main nozzle grid plate adjustment motor, 29. Gear rack structure, 210. Main nozzle sensor, 211. Attitude sensor, 212. Main nozzle;

[0063] 3. Attitude adjustment mechanism, 31. Bleed air pipe, 32. Transfer arm, 33. Horizontal telescopic arm, 34. Attitude adjustment nozzle, 35. Attitude nozzle sensor, 36. Attitude nozzle adjustment motor, 37. Steel cable, 38. Winder, 39. Bleed air volume regulating valve;

[0064] 4. control system, 41. oil pump, 42. controller, 43. battery, 44. joystick, 45. first cable, 46. second cable;

[0065] 5. Helmet, 51. Display screen. DETAILED DESCRIPTION

[0066] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0067] Existing single-person aircraft are generally divided into wing-mounted aircraft, fixed-wing aircraft and rotorcraft. Among them, wing-mounted aircraft have a simple structure and are easy to carry, but the risk factor and limitations are too high, and the scope of application is limited; fixed-wing aircraft are too large and heavy, have a complex structure, are difficult to adjust their attitude, are not easy to carry, and are difficult to achieve vertical take-off and landing and hover in the air; rotorcraft have a low flight speed, the rotors are usually large, resulting in high prices, and the aircraft cannot work normally when the rotor fails.

[0068] Micro turbojet engines are used as power devices for single-person aircraft. Traditional micro turbojet engines such as Figure 1 As shown in the figure, it is composed of a starter motor, a compressor, a combustion chamber, a turbine, and a tail nozzle. The working principle of a traditional micro turbojet engine is that the starter motor drives the compressor to rotate at high speed, sucking the outside air into the air inlet and compressing it through the compressor. The airflow enters the combustion chamber and is atomized and mixed with the fuel injected by the nozzle to form a combustible mixture. After ignition and combustion, high-temperature and high-pressure combustion gas is generated, which impacts the turbine and converts the heat energy into the kinetic energy of the turbine. The generated power is used to drive the compressor. Finally, the high-temperature and high-pressure combustion gas is discharged into the outside atmosphere through the tail nozzle to generate thrust.

[0069] Furthermore, in the existing single-person aircraft technology, the conventional micro-turbojet engines are generally mounted independently and symmetrically on both sides of the backpack to provide vertical thrust to the aircraft and achieve vertical take-off and landing. At the same time, ducted fan assemblies are arranged on both sides of the aircraft to provide horizontal thrust to the aircraft, and then the combined force in different directions is achieved through the controller to achieve different attitude switching of the aircraft. In addition, an L-shaped backpack frame is provided, and the safety belt can be adjusted to accommodate people of different body shapes.

[0070] However, traditional micro turbojet engines and single-person aircraft have the following defects:

[0071] 1. Not all air in traditional micro turbojet engines participates in combustion. When part of the air that does not participate in combustion is not utilized, it will result in low energy utilization.

[0072] 2. The existing single-person aircraft technical solution realizes attitude adjustment by adding a device to provide horizontal thrust, which will significantly increase the structural complexity of the entire system, and has high requirements for the controller and low reliability.

[0073] 3. The temperature of the gas exhausted by the engine is high. When there is no safety protection structure on both sides of the backpack, it is easy to cause harm to personnel and the safety is low.

[0074] 4. When the engines are mounted independently on both sides of the backpack, when one engine fails, it will not be able to provide stable thrust and maintain flight stability, which may easily cause safety accidents.

[0075] 5. The pilot cannot understand the working status and related parameters of the aircraft in real time, and the flight uncertainty increases.

[0076] In order to solve the problems existing in the existing single-person aircraft, the present invention uses an air-bleed type micro turbojet engine as a power device for the single-person aircraft, and proposes a structural scheme for a single-person flying backpack, which has the characteristics of simple structure, small size and weight, high energy utilization rate, low cost, etc., can realize flexible and maneuverable adjustment of the flight attitude, and can significantly improve the safety and stability of the flight.

[0077] Combine the following Figures 2 to 9 , the turbojet engine of the first aspect and the aircraft of the second aspect of the present invention are elaborated in detail.

[0078] According to an embodiment of the present invention, in a first aspect, a turbojet engine is provided, Figure 2 As shown, it includes an engine housing 116, a starter motor 111, a compressor 112, a combustion chamber 113, a turbine 114 and a tail nozzle 115. The starter motor 111, the compressor 112, the combustion chamber 113 and the turbine 114 are arranged in the engine housing 116. The combustion gas generated by the combustion chamber 113 is discharged to the outside atmosphere through the tail nozzle 115. The first shaft end of the compressor 112 is coaxially connected to the output shaft end of the starter motor 111, the second shaft end of the compressor 112 is coaxially connected to the turbine 114, the blade end of the turbine 114 is arranged at the rear end of the combustion chamber 113, and the compressor 112 has an air inlet and an air outlet.

[0079] The above-mentioned turbojet engine is an air-bleed type micro turbojet engine, which is different from the traditional micro turbojet engine (combined with Figure 1 The difference between the conventional micro turbojet engine and the micro turbojet engine is that an air inlet (i.e., the second air outlet 1122) is added at the air outlet, and the rest of the structure is basically the same as the conventional micro turbojet engine, so that the air outlet is divided into a first air outlet 1121 and a second air outlet 1122. The first air outlet 1121 is arranged inside the engine casing 116 and provides fresh air to the combustion chamber 113.

[0080] The working principle of the air-bleed micro-turbojet engine is as follows: the starter motor 111 drives the compressor 112 to rotate at high speed, sucking the outside air into the air inlet and compressing it. A part of the air compressed by the compressor 112 flows into the combustion chamber 113, mixes with the fuel injected by the nozzle, ignites and burns, and produces high-temperature and high-pressure combustion gas. The high-temperature and high-pressure combustion gas generated by the combustion in the combustion chamber 113 impacts the turbine 114, converts the heat energy into the kinetic energy of the turbine, and drives the compressor 112 to continue working. Subsequently, the combustion gas is discharged into the atmosphere through the tail nozzle 115 to generate thrust. Another part of the air is directly discharged into the outside atmosphere through the second air outlet 1122, which is used for attitude adjustment of the single-person flight backpack.

[0081] In this embodiment, by introducing the design of the air bleed port, the problems of low energy utilization and complex attitude adjustment system in the traditional micro turbojet engine are cleverly solved. The compressed air drawn out from the compressor 112 is used for attitude adjustment, which makes full use of the air that was originally unused, improves the overall energy utilization, simplifies the system structure, avoids the addition of complex horizontal thrust devices, reduces the difficulty and cost of attitude adjustment, and improves the reliability and stability of the system.

[0082] The above-mentioned turbojet engine is not only suitable for single-person flying backpacks, but can also be expanded to other small aircraft or drones, providing these devices with an efficient, simple and reliable attitude adjustment method.

[0083] When used in aircraft, the bleed-air micro-turbojet engine can quickly and accurately adjust the aircraft's attitude, making the flight more flexible and stable, especially in emergency situations, so that it can respond quickly and improve flight safety. Through more efficient attitude adjustment methods, unnecessary energy consumption is reduced and the aircraft's flight time is extended.

[0084] According to an embodiment of the present invention, in the second aspect, Figures 3 to 9As shown, an aircraft is provided, including an aircraft body 2, a power mechanism 1, an attitude adjustment mechanism 3 and a control system 4. The aircraft body 2 is the main structural part of the aircraft, carrying all systems and equipment. The power mechanism 1 includes at least one turbojet engine 11, which is arranged inside the aircraft body 2. The power mechanism 1 is used to generate thrust for the aircraft body 2 to drive the aircraft forward. It should be noted that the turbojet engine 11 can also use other types of engines. At least one attitude adjustment mechanism 3 is provided, and the attitude adjustment mechanism 3 is connected to the second air outlet 1122 of the turbojet engine. The attitude adjustment mechanism 3 adjusts the attitude of the aircraft body 2 through the compressed air drawn from the turbojet engine 11. The control system 4 is responsible for coordinating and controlling power output and attitude adjustment. The controlled ends of the power mechanism 1 and the attitude adjustment mechanism 3 are respectively connected to the output end of the control system 4. The control system 4 accurately controls the attitude changes of the aircraft, such as pitch, roll and yaw, by adjusting the discharge direction and flow rate of compressed air according to flight requirements.

[0085] The above-mentioned aircraft, by introducing an air-bleed micro-turbojet engine and an attitude adjustment mechanism, cleverly solves the problems of low energy utilization and complex attitude adjustment system in traditional micro-turbojet engines, and draws out part of the compressed air through the air bleed port for attitude adjustment, making full use of the air that was originally unused, improving the overall energy utilization, simplifying the system structure, enhancing the flexibility and safety of the aircraft, and providing a new technical path for the application of small aircraft, realizing attitude adjustment under simple structural conditions, and having high stability and reliability. In addition, the existence of the control system 4 allows the power output and attitude adjustment to work together to ensure that the aircraft can maintain optimal performance under various flight conditions.

[0086] In some embodiments, in combination Figure 6 As shown, the inner cavity of the aircraft body 2 is divided into two vertically arranged first cavities 201 and second cavities 202 by a first partition. The turbojet engine 11 is arranged in the first cavity 201, an air inlet is arranged on the top wall of the first cavity 201, and a main nozzle 212 is arranged on the bottom wall of the first cavity 201. The second cavity 202 is divided into a fuel tank 2021 and a control system installation cavity 2022 arranged from top to bottom by a second partition, and the control system 4 is arranged in the control system installation cavity 2022.

[0087] The first partition is located on one side of the first cavity 201 and is provided with a heat insulation layer 203, which is arranged between the fuel tank and the turbojet engine to prevent the heat generated when the turbojet engine is working from adversely affecting the fuel tank, controller, motor, etc.

[0088] A fuel filling port 2023 is provided above the fuel tank 2021 for timely filling of fuel.

[0089] In some embodiments, in combination Figure 7 As shown, the control system 4 includes a controller 42, a joystick 44 and a battery 43. The controller 42 is arranged inside the aircraft body 2, and the oil pump is arranged below the fuel tank. The controller 42 is suitable for controlling the operating state of the oil pump 41, as well as the speed and / or exhaust temperature and / or bleed air pressure of the turbojet engine 11. More specifically, the oil pump 41 is controlled to work by the controller, and when the oil pump 41 is working, the fuel is squeezed into the turbojet engine 11, and mixed with the air after being sprayed through the nozzle for combustion. The battery 43 is arranged inside the aircraft body 2, and is suitable for powering the entire aircraft. The main nozzle grid plate adjustment motor 28 is also arranged inside the aircraft body 2. When two main nozzle grid plate adjustment motors 28 are provided, the battery 43 is located between the two main nozzle grid plate adjustment motors 28.

[0090] At least one joystick 44 is provided, and the joystick 44 is provided outside the aircraft body 2. The output end of the joystick 44 is connected to the input end of the controller 42 through a first cable 45, and the output end of the controller 42 is respectively connected to the turbojet engine 11 and the controlled end of the attitude adjustment mechanism 3 through a second cable 46. The joystick 44 is provided with an operation button, and when the operation button is pressed, the operation signal can be fed back to the controller 42, and then the corresponding components of the controller 42 are actuated to achieve the adjustment of the flight state.

[0091] In some embodiments, in combination Figure 4 As shown, the power mechanism 1 includes at least two turbojet engines 11, which are detachably arranged inside the aircraft body 2. More specifically, the turbojet engine 11 is fixed inside the aircraft body 2 by a clamp 16, which can facilitate the disassembly and assembly of the turbojet engine. The number of attitude adjustment mechanisms 3 is the same as the number of turbojet engines 11, and each attitude adjustment mechanism 3 is respectively connected to the second air outlet 1122 of each turbojet engine 11.

[0092] An emergency intercommunication device is provided between the second air outlets 1122 of each turbojet engine 11. When a single turbojet engine 11 fails, the emergency intercommunication device is suitable for intercommunication between the second air outlets 1122 of each turbojet engine 11, thereby improving the safety of single turbojet engine failure.

[0093] More specifically, the emergency intercommunication device includes a bleed air intercommunication pipe 14 and an emergency intercommunication valve 17. At least one bleed air intercommunication pipe 14 is provided, and the bleed air intercommunication pipe 14 is provided between the second air outlets 1122 of two adjacent turbojet engines 11. The bleed air intercommunication pipe 14 is provided with an emergency intercommunication valve 17, and the controlled end of the emergency intercommunication valve 17 is connected to the output end of the control system 4, so that when a single-side turbojet engine 11 fails, the second air outlets 1122 of the two adjacent turbojet engines 11 can be directly controlled by the control system 4 to be urgently intercommunication, so that the control is more rapid.

[0094] There is no limit to the number of turbojet engines 11. As a preferred embodiment, the power mechanism 1 includes two turbojet engines 11, which are arranged side by side. Two attitude adjustment mechanisms 3 are provided, namely a left attitude adjustment mechanism and a right attitude adjustment mechanism. The two attitude adjustment mechanisms 3 are respectively connected to the second air outlets 1122 of the two turbojet engines 11. An emergency intercommunication device is provided between the second air outlets 1122 of the two turbojet engines 11.

[0095] In some embodiments, the right posture adjustment mechanism cross-sectional view is as follows Figure 5 As shown, the attitude adjustment mechanism 3 includes an air duct 31, an adapter arm 32, a horizontal telescopic arm 33, an attitude adjustment nozzle 34, an attitude nozzle sensor 35 and a nozzle adjustment structure. The air duct 31 is connected to the second air outlet 1122 of the turbojet engine. The adapter arm 32 is connected to the air duct 31, and the adapter arm 32 can be vertically telescopic to achieve height adjustment. The horizontal telescopic arm 33 is connected to the adapter arm 32, and the horizontal telescopic arm 33 can be horizontally telescopic to achieve length adjustment. The adapter arm 32 and the horizontal telescopic arm 33 are combined to adapt to pilots of different body shapes. The tail end of the horizontal telescopic arm 33 is provided with an attitude adjustment nozzle 34.

[0096] The attitude nozzle sensor 35 is arranged at the position of the attitude adjustment nozzle 34. The attitude nozzle sensor 35 is used to detect the working state of the attitude adjustment nozzle 34, such as the bleed air pressure, flow rate, etc., and feed back the detection information to the controller.

[0097] The nozzle adjustment structure is arranged at the position of the attitude adjustment nozzle 34, and is used to adjust the size of the attitude adjustment nozzle 34. The nozzle adjustment structure includes an air flow regulating valve 39, an attitude nozzle adjustment motor 36 and a connecting assembly. The air flow regulating valve 39 is arranged at the attitude adjustment nozzle 34. The attitude nozzle adjustment motor 36 is arranged outside the horizontal telescopic arm 33, and the attitude nozzle adjustment motor 36 is connected to the air flow regulating valve 39 through a connecting assembly and is used to adjust the opening size and / or opening direction of the air flow regulating valve 39. The controlled end of the attitude nozzle adjustment motor 36 is connected to the output end of the control system 4.

[0098] More specifically, the connection assembly includes a steel cable 37 and a wire winder 38. The wire winder 38 is disposed inside the attitude nozzle adjustment motor 36 and connected to the output shaft end of the attitude nozzle adjustment motor 36. The wire winder 38 is connected to the bleed air volume adjustment valve 39 by a steel cable. When the attitude nozzle adjustment motor 36 is running, the bleed air volume adjustment valve 39 can be driven to rotate by the wire winder 38, thereby controlling the opening size and / or opening direction of the bleed air volume adjustment valve 39.

[0099] In addition, the turbojet engine 11 is also provided with an air bleed conversion seat 15, and the air bleed pipe 31 is inserted into the air bleed conversion seat 15 and communicated with the second air outlet 1122. An air bleed valve is also provided in the air bleed conversion seat 15, and the controlled end of the air bleed valve is connected to the output end of the control system, and the air bleed valve is used to adjust the size of the compressed air flow input to the air bleed pipe 31.

[0100] The attitude adjustment principle is as follows: air is pressurized by the compressor 112 and flows out from the bleed air port and the bleed air valve, flows along the bleed air pipe 31 to the attitude adjustment nozzle 34 for ejection, the joystick is connected to the controller and the attitude nozzle adjustment motor respectively by cables, the winder inside the motor and the bleed air volume adjustment valve are connected by a steel cable, the pilot transmits the signal to the controller by adjusting the joystick, the controller sends a command to the attitude nozzle adjustment motor 36, the attitude nozzle adjustment motor 36 controls the operation of the winder, and then adjusts the valve opening size of the bleed air volume adjustment valve to achieve different thrusts, and at the same time, the attitude nozzle adjustment motor 36 can adjust the opening direction of the bleed air volume adjustment valve to achieve attitude adjustment.

[0101] In some embodiments, a main nozzle 212 suitable for connecting the tail nozzle 115 of the turbojet engine with the outside atmosphere is provided at the bottom of the aircraft body 2, and a main nozzle adjustment component is provided at the position of the main nozzle 212, and the main nozzle adjustment component is suitable for adjusting the main nozzle opening size and / or opening direction.

[0102] Combination Figure 8As shown, the main nozzle adjustment assembly includes a main nozzle adjustment grid plate 27, a main nozzle sensor 210, a main nozzle grid plate adjustment motor 28 and a gear rack structure 29. A plurality of main nozzle adjustment grid plates 27 are provided, and a plurality of main nozzle adjustment grid plates 27 are arranged at intervals on the inner wall of the main nozzle 212. The main nozzle sensor 210 is provided at the main nozzle 212, and the main nozzle sensor 210 is used to detect the working state of the main nozzle 212, such as the thrust size, exhaust temperature, etc., and feed back the detection information to the control system 4. The gear rack structure 29 includes a rack and a gear meshed with the rack, and the rack is connected to each main nozzle adjustment grid plate 27. The main nozzle grid adjustment motor 28 is connected to each main nozzle adjustment grid 27 through a gear rack structure 29. The output shaft end of the main nozzle grid adjustment motor 28 is coaxially connected to the gear. The controlled end of the main nozzle grid adjustment motor 28 is connected to the output end of the control system 4. The main nozzle grid adjustment motor 28 is suitable for driving the gear to rotate, and then driving the rack to move horizontally, thereby driving each main nozzle adjustment grid 27 to swing through the rack to control the size and / or direction of the gas flow ejected from the main nozzle 212.

[0103] When the main nozzle adjustment component adjusts the main nozzle opening direction, the flight direction adjustment can be achieved. The flight direction adjustment principle is: high-temperature and high-pressure gas is ejected from the tail nozzle 115 and discharged to the outside atmosphere through the main nozzle adjustment grid plate 27. The main nozzle adjustment grid plate 27 has an adjustable opening angle. The adjustment principle is that the main nozzle sensor 210 and the joystick operated by the pilot send a signal to the controller 42, and the controller 42 sends a command to the main nozzle grid plate adjustment motor 28. The main nozzle grid plate adjustment motor 28 drives the gear rack mechanism, and then adjusts the opening angle of the main nozzle adjustment grid plate 27, controls the exhaust direction of the high-temperature and high-pressure gas, and finally achieves the adjustment of the flight direction.

[0104] In some embodiments, a protective plate 22 is provided on the bottom wall of the aircraft body 2 extending downward, and the protective plate is used to isolate the high-temperature combustion gas exhausted by the engine to protect the pilot from injury.

[0105] A multi-point fixing belt 21 is provided on one side of the outer wall of the aircraft body 2 close to the second cavity 202. The tightness of the fixing belt can be adjusted to accommodate pilots of different body shapes. At the same time, multiple parts of the pilot can be independently protected to increase safety and comfort during flight.

[0106] An air intake protection net 23 is provided at the air intake port to prevent the turbojet engine from inhaling foreign matter from the external environment when it is working, thereby preventing the engine from malfunctioning.

[0107] An oil level observation window 26 is provided on one side of the outer wall of the aircraft body 2 close to the oil tank 2021, so as to timely observe the remaining oil level of the turbojet engine and understand the remaining range and other parameters of the flight backpack.

[0108] The aircraft body 2 is made of aluminum alloy casting, 3D printing or other lightweight materials to reduce weight.

[0109] Bearings and other parts in turbojet engines are lubricated with fuel, which can reduce costs and greatly simplify the engine structure.

[0110] In some embodiments, the aircraft further includes a helmet 5 to protect the pilot. A display screen 51 is provided on the helmet 5, the input end of the display screen 51 is connected to the output end of the control system 4, and the display screen 51 is suitable for displaying the working state parameters and / or flight state parameters of the turbojet engine 11 in real time, so that the pilot can understand the status of the flight backpack in real time.

[0111] In some embodiments, an attitude sensor 211 is provided on the aircraft body 2 , and the attitude sensor 211 is used to detect the attitude (such as pitch, roll, yaw) of the aircraft body 2 and feed back the detection information to the control system 4 .

[0112] The system principle diagram of the present invention is as follows Fig. 9 As shown, the specific principle is as follows: the battery 43 supplies power to the controller 42. The pilot inputs commands through the joystick, which are converted into electrical signals and transmitted to the controller 42. The attitude sensor, the main nozzle sensor, and the attitude nozzle sensor respectively monitor the attitude of the aircraft, the status of the main nozzle and the attitude adjustment nozzle, and transmit the data to the controller 42 in real time. The controller performs a comprehensive analysis based on the pilot's commands and sensor data, calculates the thrust and attitude adjustment parameters currently required, and the controller 42 generates commands based on the analysis results, and sends the commands to the oil pump 41, the starter motor 111, and the attitude nozzle adjustment motor 36 respectively. The oil pump 41 squeezes the fuel into the nozzle according to the controller's command, and sprays it into the turbojet engine 11 to participate in combustion. The starting motor 111 drives the compressor 112 to rotate, thereby controlling the operation of the turbojet engine 11. The turbojet engine 11 feeds back signals such as the required speed, exhaust temperature and bleed air pressure to the controller 42 according to the thrust required for flight and attitude adjustment. The controller 42 then sends a command to the starting motor 111, thereby forming a closed-loop control; the attitude nozzle adjustment motor controls the opening and direction of the bleed air volume adjustment valve, and adjusts the compressed air flow and direction of the attitude nozzle; the main nozzle grid adjustment motor controls the grid angle, and feeds back the grid angle required during flight to the controller 42, thereby forming a closed loop.

[0113] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A turbojet engine, comprising an engine housing (116), wherein a starter motor (111), a compressor (112), a combustion chamber (113) and a turbine (114) are arranged in the engine housing (116), wherein an exhaust end of the combustion chamber (113) is connected to the atmosphere through a tail nozzle (115); a first shaft end of the compressor (112) is coaxially connected to an output shaft end of the starter motor (111), a second shaft end of the compressor (112) is coaxially connected to the turbine (114), and the compressor (112) has an air inlet and an air outlet; It is characterized in that The air outlet is divided into a first air outlet (1121) and a second air outlet (1122); the first air outlet (1121) is arranged inside the engine casing (116) and is connected to the air inlet end of the combustion chamber (113) so as to introduce part of the compressed gas into the combustion chamber (113) to be mixed with the fuel for combustion, impact the turbine (114), and discharge the fuel gas into the atmosphere to generate thrust; the second air outlet (1122) extends from the engine casing (116) and is connected to the outside atmosphere so as to discharge another part of the compressed gas directly into the outside atmosphere to adjust the attitude of the aircraft as a whole.

2. An aircraft, characterized in that: include: Aircraft body (2); A power mechanism (1), the power mechanism (1) comprising at least one turbojet engine (11) according to claim 1, the turbojet engine (11) being arranged inside an aircraft body (2), the power mechanism (1) being used to generate thrust for the aircraft body (2); at least one attitude adjustment mechanism (3), the attitude adjustment mechanism (3) being in communication with the second air outlet (1122) of the turbojet engine, the attitude adjustment mechanism (3) adjusting the attitude of the aircraft body (2) by means of compressed air drawn from the turbojet engine (11); A control system (4) is provided, wherein the control system (4) is used for coordinating and controlling the power mechanism (1) and the posture adjustment mechanism (3), and the controlled ends of the power mechanism (1) and the posture adjustment mechanism (3) are respectively connected to the output ends of the control system (4).

3. The aircraft according to claim 2, characterized in that: The power mechanism (1) comprises at least two turbojet engines (11) detachably arranged inside the aircraft body (2); the number of the attitude adjustment mechanisms (3) is the same as the number of the turbojet engines (11); and each of the attitude adjustment mechanisms (3) is correspondingly connected to a second air outlet (1122) of each of the turbojet engines (11); An emergency intercommunication device is provided between the second air outlets (1122) of each of the turbojet engines (11); when a single-side turbojet engine (11) fails, the emergency intercommunication device is suitable for emergency intercommunication of the second air outlets (1122) of each of the turbojet engines (11).

4. The aircraft according to claim 3, characterized in that The emergency intercommunication device comprises at least one bleed air intercommunication pipe (14), the bleed air intercommunication pipe (14) being arranged between the second air outlets (1122) of two adjacent turbojet engines (11), the bleed air intercommunication pipe (14) being provided with an emergency intercommunication valve (17), and the controlled end of the emergency intercommunication valve (17) being connected to the output end of the control system (4).

5. The aircraft according to claim 2, characterized in that: The posture adjustment mechanism (3) comprises: An air bleed pipe (31), the air bleed pipe (31) being in communication with a second air outlet (1122) of the turbojet engine; A transfer arm (32), the transfer arm (32) being connected to the air duct (31), and the transfer arm (32) being able to be vertically extended and retracted; A horizontal telescopic arm (33), the horizontal telescopic arm (33) is connected to the transfer arm (32), and the horizontal telescopic arm (33) can be telescoped laterally, and a posture adjustment nozzle (34) is provided at the tail end of the horizontal telescopic arm (33); A posture nozzle sensor (35), the posture nozzle sensor (35) being arranged at the position of the posture adjustment nozzle (34), the posture nozzle sensor (35) being used to detect the working state of the posture adjustment nozzle (34) and to feed back the detection information to the control system (4); A nozzle adjustment structure is provided, wherein the nozzle adjustment structure is used to adjust the size of the posture adjustment nozzle (34).

6. The aircraft according to claim 5, characterized in that The nozzle adjustment structure comprises: An air flow regulating valve (39), wherein the air flow regulating valve (39) is arranged at the attitude regulating nozzle (34); A posture nozzle adjustment motor (36), wherein the posture nozzle adjustment motor (36) is arranged outside the horizontal telescopic arm (33), and the posture nozzle adjustment motor (36) is connected to the bleed air volume adjustment valve (39) through a connecting component and is used to adjust the opening size and / or opening direction of the bleed air volume adjustment valve (39), and the controlled end of the posture nozzle adjustment motor (36) is connected to the output end of the control system (4).

7. The aircraft according to claim 2, characterized in that: The inner cavity of the aircraft body (2) is divided into two vertically arranged first cavities (201) and second cavities (202) by a first partition; the turbojet engine (11) is arranged in the first cavity (201), an air inlet is arranged on the top wall of the first cavity (201), and a main nozzle (212) is arranged on the bottom wall of the first cavity (201); the second cavity (202) is divided into a fuel tank (2021) and a control system installation cavity (2022) arranged in sequence from top to bottom by a second partition, and the control system (4) is arranged in the control system installation cavity (2022).

8. The aircraft according to claim 7, characterized in that A main nozzle adjustment component is arranged at the position of the main nozzle (212), and the main nozzle adjustment component is suitable for adjusting the opening size and / or opening direction of the main nozzle; The main nozzle adjustment assembly comprises: A plurality of main nozzle regulating grid plates (27), wherein the plurality of main nozzle regulating grid plates (27) are arranged at intervals on the inner wall of the main nozzle (212); A main nozzle sensor (210), the main nozzle sensor (210) being arranged at the main nozzle (212), the main nozzle sensor (210) being used to detect the working state of the main nozzle (212) and to feed back the detection information to the control system (4); a gear rack structure (29), the gear rack structure (29) comprising a rack and a gear meshing with the rack, the rack being connected to each main nozzle regulating grid plate (27); A main nozzle grid plate regulating motor (28), wherein the output shaft end of the main nozzle grid plate regulating motor (28) is coaxially connected to the gear, and the controlled end of the main nozzle grid plate regulating motor (28) is connected to the output end of the control system (4). The main nozzle grid plate regulating motor (28) is suitable for driving each main nozzle regulating grid plate (27) to swing, so as to control the size and / or direction of the gas flow ejected from the main nozzle (212).

9. The aircraft according to claim 7, characterized in that: A protective plate (22) is provided on the bottom wall of the aircraft body (2) extending downward; And / or, a multi-point fixing belt (21) is provided on a side of the outer wall of the aircraft body (2) close to the second cavity (202); And / or, an air intake protection net (23) is provided at the position of the air intake; And / or, an oil level observation window (26) is provided on a side of the outer wall of the aircraft body (2) close to the oil tank (2021); And / or, a heat insulation layer (203) is provided on one side of the first partition plate located in the first cavity (201); And / or, the aircraft body (2) is manufactured by aluminum alloy casting or 3D printing.

10. The aircraft according to any one of claims 2 to 9, characterized in that: The control system (4) comprises: a controller (42), the controller (42) being arranged inside the aircraft body (2), the controller (42) being adapted to control the operating state of the oil pump (41), and the rotation speed and / or exhaust temperature and / or bleed air pressure of the turbojet engine (11); A battery (43), wherein the battery (43) is arranged inside the aircraft body (2); At least one joystick (44) is arranged outside the aircraft body (2), the output end of the joystick (44) is connected to the input end of the controller (42) through a first cable (45), and the output end of the controller (42) is respectively connected to the controlled ends of the turbojet engine (11) and the attitude adjustment mechanism (3) through a second cable (46).

11. The aircraft according to any one of claims 2 to 9, characterized in that: The aircraft also includes: A helmet (5), wherein a display screen (51) is provided on the helmet (5), an input end of the display screen (51) is connected to an output end of a control system (4), and the display screen (51) is suitable for displaying working state parameters and / or flight state parameters of a turbojet engine (11) in real time; And / or, a posture sensor (211), wherein the posture sensor (211) is arranged on the aircraft body (2), and the posture sensor (211) is used to detect the posture of the aircraft body (2) and feed back the detection information to the control system (4).

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