A turbojet engine and aircraft

Abstract

This invention discloses a turbojet engine and an aircraft. The turbojet engine includes an engine casing, within which a starter motor, compressor, combustion chamber, and turbine are housed. The exhaust end of the combustion chamber is connected to the atmosphere via a tailpipe. The compressor has an inlet and an outlet. The outlet is divided into a first outlet and a second outlet. The first outlet is located inside the engine casing and connects to the inlet of the combustion chamber to introduce a portion of the compressed gas into the combustion chamber for mixing and combustion with fuel, impacting the turbine and causing the exhaust gas to be discharged into the atmosphere to generate thrust. The second outlet extends from the engine casing and connects to the outside atmosphere to directly discharge another portion of the compressed gas into the outside atmosphere, thereby adjusting the overall attitude of the aircraft. By introducing the second outlet, this invention utilizes compressed air drawn from the compressor for attitude adjustment, making full use of previously unused air and improving overall energy efficiency.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, specifically to a turbojet engine and aircraft, which can be applied to fields such as tourism, emergency rescue, leisure and entertainment, short-distance travel, disaster escape, and individual combat. Background Technology

[0002] As a power plant for single-person aircraft, the micro turbojet engine, such as... Figure 1 As shown, it consists of components such as a starter motor, compressor, combustion chamber, turbine, and tail nozzle. The working principle of a traditional micro turbojet engine is as follows: the starter motor drives the compressor to rotate at high speed, drawing in outside air into the intake manifold and compressing it through the compressor. The airflow enters the combustion chamber and is atomized and mixed with fuel injected by the nozzle to form a combustible mixture. After ignition and combustion, high-temperature and high-pressure gas is generated, which impacts the turbine, converting thermal energy into the turbine's kinetic energy. The generated power is used to drive the compressor. Finally, the high-temperature and high-pressure gas is discharged into the outside atmosphere through the tail nozzle, generating thrust.

[0003] Furthermore, in existing single-person aerial vehicle (SAV) technology, traditional micro turbojet engines are typically mounted independently and symmetrically on both sides of the backpack to provide vertical thrust for vertical takeoff and landing. Ducted fan assemblies are also arranged on both sides of the aircraft to provide horizontal thrust. The combined force in different directions is then controlled by a controller to achieve different attitude transitions. In addition, an L-shaped backpack rack is provided, and the adjustable seatbelt can accommodate people of different body types.

[0004] However, not all the air in a traditional micro turbojet engine participates in combustion, and the unused portion of air will result in low energy efficiency.

[0005] Existing single-person aircraft technology solutions achieve attitude adjustment by adding a device to provide horizontal thrust, which significantly increases the structural complexity of the entire system, places high demands on the controller, and results in 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 of traditional micro turbojet engines.

[0007] In a first aspect, the present invention provides a turbojet engine, including an engine housing, wherein a starter motor, a compressor, a combustion chamber and a turbine are disposed within the engine housing, and the exhaust end of the combustion chamber is connected to the atmosphere through a tail nozzle; the first shaft end of the compressor is coaxially connected to the output shaft end of the starter motor, the 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 exhaust ports are divided into a first exhaust port and a second exhaust port. The first exhaust port is located inside the engine housing and is connected to the air intake end of the combustion chamber to introduce a portion of the compressed gas into the combustion chamber for mixing and combustion with fuel, impacting the turbine and causing the gas to be discharged into the atmosphere to generate thrust. The second exhaust port extends out from the engine housing and is connected to the outside atmosphere to discharge another portion of the compressed gas directly into the outside atmosphere to adjust the overall attitude of the aircraft.

[0009] The beneficial effects of the aforementioned turbojet engine are as follows: by introducing an air intake design, the problems of low energy utilization and complex attitude adjustment system in traditional micro turbojet engines are cleverly solved. By using compressed air drawn from the compressor for attitude adjustment, the previously unused air is fully utilized, the overall energy utilization is improved, the system structure is simplified, the addition of a complex horizontal thrust device is avoided, the difficulty and cost of attitude adjustment are reduced, and the reliability and stability of the system are improved.

[0010] Secondly, the present invention also provides an aircraft, comprising:

[0011] The main body of the aircraft;

[0012] A power mechanism, comprising at least one of the aforementioned turbojet engines, wherein the turbojet engines are disposed inside the aircraft body, and the power mechanism is used to generate thrust on the aircraft body.

[0013] At least one attitude adjustment mechanism is connected to the second exhaust port of the turbojet engine, and the attitude adjustment mechanism adjusts the attitude of the aircraft body by means of compressed air drawn from the turbojet engine.

[0014] A control system is provided for coordinating the control of a power mechanism and an attitude adjustment mechanism, wherein the controlled ends of the power mechanism and the attitude adjustment mechanism are respectively connected to the output end of the control system.

[0015] The aforementioned aircraft has the same effect as a turbojet engine, which will not be elaborated further here.

[0016] In one optional embodiment, the power mechanism includes at least two turbojet engines detachably disposed inside the aircraft body, the number of attitude adjustment mechanisms is the same as the number of turbojet engines, and each attitude adjustment mechanism is respectively connected to the second exhaust port of each turbojet engine.

[0017] An emergency interconnection device is provided between the second exhaust ports of each turbojet engine; in the event of a failure of one side of the turbojet engine, the emergency interconnection device is adapted to connect the second exhaust ports of each turbojet engine in an emergency, thereby improving the safety of the failure of one side of the turbojet engine.

[0018] In one optional embodiment, the emergency interconnection device includes at least one bleed air interconnection pipe disposed between the second exhaust ports of two adjacent turbojet engines, and an emergency interconnection valve disposed on the bleed air interconnection pipe, the controlled end of the emergency interconnection valve being connected to the output end of the control system.

[0019] In one optional implementation, the attitude adjustment mechanism includes:

[0020] The bleed air pipe is connected to the second exhaust port of the turbojet engine.

[0021] An adapter arm, which is connected to the air intake tube and is capable of vertical extension and retraction;

[0022] A horizontal telescopic arm, which is connected to an adapter arm and is capable of lateral extension and retraction, and has an attitude adjustment nozzle at its tail end.

[0023] An attitude nozzle sensor is installed at the attitude adjustment nozzle position. The attitude nozzle sensor is used to detect the working status of the attitude adjustment nozzle and feed the detection information back to the control system.

[0024] A nozzle adjustment structure is provided for adjusting the size of the attitude adjustment nozzle.

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

[0026] A bleed air volume regulating valve is installed at the attitude adjustment nozzle;

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

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

[0029] In one optional embodiment, a main nozzle adjustment component is disposed at the position of the main nozzle, the main nozzle adjustment component being adapted to adjust the size and / or direction of the main nozzle opening; the main nozzle adjustment component includes:

[0030] Multiple main nozzle adjusting grids are arranged at intervals on the inner wall of the main nozzle;

[0031] A main nozzle sensor is installed at the main nozzle and is used to detect the working status of the main nozzle and feed the detection information back to the control system.

[0032] A gear and rack structure, comprising a rack and gears meshing with the rack, wherein the rack is connected to the main nozzle adjustment grid plate;

[0033] The main nozzle grid plate adjusting motor has its output shaft end coaxially connected to a gear, and its controlled end is connected to the output end of the control system. The main nozzle grid plate adjusting motor is adapted to drive 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 one alternative embodiment, a protective plate is provided on the bottom wall of the aircraft body extending downwards;

[0035] And / or, the outer wall of the aircraft body is provided with a multi-point fixing strap on the side near the second cavity;

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

[0037] And / or, a fuel level observation window is provided on the outer wall of the aircraft body near the fuel tank;

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

[0039] And / or, the main body of the aircraft is made of aluminum alloy casting or 3D printing.

[0040] In one alternative implementation, the control system includes:

[0041] A controller, located inside the main body of the aircraft, is adapted to control the operating status of the oil pump, as well as the speed and / or exhaust temperature and / or bleed air pressure of the turbojet engine.

[0042] A battery, which is located inside the main body of the aircraft;

[0043] At least one control stick is provided, which is located outside the main body of the aircraft. The output end of the control stick is connected to the input end of the controller via a first cable. The output end of the controller is connected to the controlled ends of the turbojet engine and the attitude adjustment mechanism via a second cable.

[0044] In one alternative implementation, the aircraft further includes:

[0045] The helmet is equipped with a display screen, the input of which is connected to the output of the control system. The display screen is adapted to display the operating status parameters and / or flight status parameters of the turbojet engine in real time.

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

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

[0048] Compared with existing technologies, this invention uses an air-driven micro turbojet engine as the power unit for a single-person aircraft, which can significantly reduce the structural complexity, volume, weight, and cost of the flight backpack, effectively improve energy utilization, and at the same time enable flexible adjustment of flight attitude, significantly improving flight safety and stability.

[0049] The bleed air type micro turbojet engine of this invention adopts an emergency interconnection valve device, which can be used to urgently interconnect the two attitude nozzle pipes when a single engine fails, so as to improve flight safety in the event of a single engine failure. Attached Figure Description

[0050] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0051] Figure 1 A schematic diagram of a traditional micro turbojet engine;

[0052] Figure 2 A schematic diagram of the structure 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 This invention provides a structural schematic diagram of a power mechanism in an aircraft.

[0055] Figure 5 This invention provides a structural schematic diagram of an attitude adjustment mechanism in an aircraft.

[0056] Figure 6 A schematic diagram of the structure of the main body of 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 Right sectional view of a control system in an aircraft provided by the present invention;

[0059] Figure 9 A schematic diagram of an aircraft provided by the present invention.

[0060] Explanation of reference numerals in the attached figures:

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

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

[0063] 3. Attitude adjustment mechanism; 31. Air duct; 32. Adapter arm; 33. Horizontal telescopic arm; 34. Attitude adjustment nozzle; 35. Attitude nozzle sensor; 36. Attitude nozzle adjustment motor; 37. Steel cable; 38. Winder; 39. 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 Implementation

[0066] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0067] Existing single-person aircraft are generally divided into wingsuit aircraft, fixed-wing aircraft, and rotorcraft. Among them, wingsuit aircraft have a simple structure and are easy to carry, but the risk factor and limitations are too high, and the application range 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 hovering. Rotorcraft have low flight speed, usually large rotors which make them expensive, and the aircraft cannot work properly when the rotor fails.

[0068] As a power plant for single-person aircraft, the micro turbojet engine, such as... Figure 1 As shown, it consists of components such as a starter motor, compressor, combustion chamber, turbine, and tail nozzle. The working principle of a traditional micro turbojet engine is as follows: the starter motor drives the compressor to rotate at high speed, drawing in outside air into the intake manifold and compressing it through the compressor. The airflow enters the combustion chamber and is atomized and mixed with fuel injected by the nozzle to form a combustible mixture. After ignition and combustion, high-temperature and high-pressure gas is generated, which impacts the turbine, converting thermal energy into the turbine's kinetic energy. The generated power is used to drive the compressor. Finally, the high-temperature and high-pressure gas is discharged into the outside atmosphere through the tail nozzle, generating thrust.

[0069] Furthermore, in existing single-person aerial vehicle (SAV) technology, traditional micro turbojet engines are typically mounted independently and symmetrically on both sides of the backpack to provide vertical thrust for vertical takeoff and landing. Ducted fan assemblies are also arranged on both sides of the aircraft to provide horizontal thrust. The combined force in different directions is then controlled by a controller to achieve different attitude transitions. In addition, an L-shaped backpack rack is provided, and the adjustable seatbelt can accommodate people of different body types.

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

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

[0072] 2. Existing single-person aircraft technology solutions achieve attitude adjustment by adding a device to provide horizontal thrust, which significantly increases the structural complexity of the entire system, places high demands on the controller, and results in low reliability.

[0073] 3. The exhaust gas from the engine is at a high temperature, which can easily cause injury to people if there are no safety protection structures on both sides of the backpack, resulting in low safety.

[0074] 4. When the engines are independently mounted on both sides of the backpack, if one engine fails, it will be unable to provide stable thrust and maintain flight stability, which may easily lead to a safety accident.

[0075] 5. Pilots cannot know the aircraft's operating status and related parameters in real time, increasing flight uncertainty.

[0076] To address the problems existing in current single-person aircraft, this invention applies an air-driven micro turbojet engine as the power unit for single-person aircraft and proposes a structural scheme for a single-person flight backpack. This backpack features a simple structure, small size and weight, high energy utilization, and low cost. It can achieve flexible adjustment of flight attitude and significantly improve flight safety and stability.

[0077] The following is combined with Figures 2 to 9 The invention describes in detail the turbojet engine of the first aspect and the aircraft of the second aspect.

[0078] According to an embodiment of the present invention, in a first aspect, a turbojet engine is provided, combined with Figure 2 As shown, the engine includes an engine housing 116, a starter motor 111, a compressor 112, a combustion chamber 113, a turbine 114, and a tailpipe 115. The starter motor 111, compressor 112, combustion chamber 113, and turbine 114 are housed within the engine housing 116. The combustion gases produced in the combustion chamber 113 are discharged to the atmosphere through the tailpipe 115. The first shaft end of the compressor 112 is coaxially connected to the output shaft end of the starter motor 111, and the second shaft end of the compressor 112 is coaxially connected to the turbine 114. The blades of the turbine 114 are located at the rear end of the combustion chamber 113. The compressor 112 has an air inlet and an air outlet.

[0079] The aforementioned turbojet engine is an expedited air type micro turbojet engine, which differs from traditional micro turbojet engines (combined with...). Figure 1 The difference is that an air intake port (i.e., the second air outlet 1122) is added at the air outlet. The rest of the structure is basically the same as that of a traditional micro turbojet engine, which makes the air outlet divided into a first air outlet 1121 and a second air outlet 1122. The first air outlet 1121 is located inside the engine housing 116 and provides fresh air to the combustion chamber 113.

[0080] The working principle of the bleed-air type micro turbojet engine is as follows: The starter motor 111 drives the compressor 112 to rotate at high speed, drawing in outside air and compressing it. Part of the compressed air flows into the combustion chamber 113, mixes with fuel injected by the nozzle, and ignites, producing high-temperature, high-pressure gas. The high-temperature, high-pressure gas generated in the combustion chamber 113 impacts the turbine 114, converting thermal energy into kinetic energy, driving the compressor 112 to continue operating. Subsequently, the gas is discharged into the atmosphere through the tailpipe 115, generating thrust. Another portion of the air is directly discharged into the outside atmosphere through the second exhaust port 1122, used for attitude adjustment of a single-person flight backpack.

[0081] In this embodiment, the design of introducing an air intake port cleverly solves the problems of low energy utilization and complex attitude adjustment system in traditional micro turbojet engines. By using compressed air drawn from the compressor 112 for attitude adjustment, the previously unused air is fully utilized, the overall energy utilization is improved, the system structure is simplified, the addition of a complex horizontal thrust device is avoided, the difficulty and cost of attitude adjustment are reduced, and the reliability and stability of the system are improved.

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

[0083] When bleed-air-type micro turbojet engines are applied to aircraft, they can quickly and precisely adjust the aircraft's attitude, making flight more flexible and stable. This is especially beneficial in emergency situations, allowing for rapid response and improved flight safety. The more efficient attitude adjustment method also reduces unnecessary energy consumption and extends the aircraft's endurance.

[0084] According to an embodiment of the present invention, in a second aspect, in conjunction with Figures 3 to 9As shown, an aircraft is provided, including an aircraft body 2, a power unit 1, an attitude control 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 unit 1 includes at least one turbojet engine 11, which is located inside the aircraft body 2. The power unit 1 generates thrust to propel the aircraft body 2 forward. It should be noted that other types of engines can also be used for the turbojet engine 11. At least one attitude control mechanism 3 is provided, and the attitude control mechanism 3 is connected to the second exhaust port 1122 of the turbojet engine. The attitude control mechanism 3 uses compressed air drawn from the turbojet engine 11 to adjust the attitude of the aircraft body 2. The control system 4 is responsible for coordinating and controlling the power output and attitude control. The controlled ends of the power unit 1 and the attitude control mechanism 3 are respectively connected to the output end of the control system 4. According to flight requirements, the control system 4 precisely controls the attitude changes of the aircraft, such as pitch, roll, and yaw, by adjusting the discharge direction and flow rate of the compressed air.

[0085] The aforementioned aircraft cleverly solves the problems of low energy utilization and complex attitude control systems inherent in traditional micro turbojet engines by introducing an air-bleed type micro turbojet engine and an attitude control mechanism. By drawing out a portion of compressed air through the bleed port for attitude control, it fully utilizes previously unused air, improving overall energy efficiency. It also simplifies the system structure, enhances the aircraft's flexibility and safety, and provides a new technological path for the application of small aircraft. It achieves attitude control under simple structural conditions and possesses high stability and reliability. Furthermore, the presence of control system 4 allows power output and attitude control to work in tandem, ensuring the aircraft maintains optimal performance under various flight conditions.

[0086] In some embodiments, combined with Figure 6 As shown, the internal cavity of the aircraft body 2 is divided into two vertically arranged chambers, a first chamber 201 and a second chamber 202, by a first partition. The turbojet engine 11 is located in the first chamber 201, which has an air inlet on its top wall and a main nozzle 212 on its bottom wall. The second chamber 202 is divided by a second partition into a fuel tank 2021 and a control system mounting chamber 2022, arranged sequentially from top to bottom. The control system 4 is located within the control system mounting chamber 2022.

[0087] A heat insulation layer 203 is provided on one side of the first cavity 201. The heat insulation layer 203 is located between the fuel tank and the turbojet engine to prevent the heat generated by the turbojet engine during operation from adversely affecting the fuel tank, controller, motor, etc.

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

[0089] In some embodiments, combined with Figure 7 As shown, the control system 4 includes a controller 42, a joystick 44, and a battery 43. The controller 42 is located inside the aircraft body 2, and the fuel pump is located below the fuel tank. The controller 42 is adapted to control the operating status of the fuel pump 41, as well as the speed and / or exhaust temperature and / or bleed air pressure of the turbojet engine 11. More specifically, the controller controls the operation of the fuel pump 41, which compresses fuel into the turbojet engine 11, where it is injected through the nozzle and mixed with air for combustion. The battery 43 is located inside the aircraft body 2 and is adapted to provide power to the entire aircraft. The main nozzle grid adjustment motor 28 is also located inside the aircraft body 2. When there are two main nozzle grid adjustment motors 28, the battery 43 is located between the two main nozzle grid adjustment motors 28.

[0090] At least one control stick 44 is provided, and the control stick 44 is located outside the main body 2 of the aircraft. The output end of the control stick 44 is connected to the input end of the controller 42 via a first cable 45. The output end of the controller 42 is connected to the controlled ends of the turbojet engine 11 and the attitude adjustment mechanism 3 via a second cable 46. The control stick 44 is provided with operation buttons. When an operation button is pressed, an operation signal is fed back to the controller 42, and then the corresponding components of the controller 42 are activated to adjust the flight state.

[0091] In some embodiments, combined with Figure 4 As shown, the power unit 1 includes at least two turbojet engines 11. The turbojet engines 11 are detachably installed inside the aircraft body 2. More specifically, the turbojet engines 11 are fixed inside the aircraft body 2 using clamps 16, which facilitates the installation and removal of the turbojet engines. The number of attitude adjustment mechanisms 3 is the same as the number of turbojet engines 11, and each attitude adjustment mechanism 3 is connected to the second exhaust port 1122 of each turbojet engine 11.

[0092] An emergency interconnection device is provided between the second exhaust ports 1122 of each turbojet engine 11. In the event of a failure of one turbojet engine 11, the emergency interconnection device is adapted to connect the second exhaust ports 1122 of each turbojet engine 11 in an emergency, thereby improving the safety of a failure of one turbojet engine.

[0093] More specifically, the emergency interconnection device includes a bleed air interconnection pipe 14 and an emergency interconnection valve 17. At least one bleed air interconnection pipe 14 is provided, positioned between the second exhaust ports 1122 of two adjacent turbojet engines 11. An emergency interconnection valve 17 is installed on the bleed air interconnection pipe 14, with its controlled end connected to the output end of the control system 4. Therefore, when one turbojet engine 11 fails, the control system 4 can directly control the emergency interconnection of the second exhaust ports 1122 of the two adjacent turbojet engines 11, making control more rapid.

[0094] The number of turbojet engines 11 is not limited. In a preferred embodiment, the power unit 1 includes two turbojet engines 11 arranged side by side. Two attitude adjustment mechanisms 3 are provided: a left attitude adjustment mechanism and a right attitude adjustment mechanism. Each attitude adjustment mechanism 3 is respectively connected to the second exhaust port 1122 of the two turbojet engines 11. An emergency interconnection device is provided between the second exhaust ports 1122 of the two turbojet engines 11.

[0095] In some embodiments, the cross-sectional view of the right attitude adjustment mechanism 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 exhaust port 1122 of the turbojet engine. The adapter arm 32 is connected to the air duct 31 and can extend and retract vertically to achieve altitude adjustment. The horizontal telescopic arm 33 is connected to the adapter arm 32 and can extend and retract laterally to achieve length adjustment. The adapter arm 32 and the horizontal telescopic arm 33 are combined to accommodate pilots of different body types. The attitude adjustment nozzle 34 is provided at the tail end of the horizontal telescopic arm 33.

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

[0097] A nozzle adjustment structure is located at 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 volume regulating valve 39, an attitude nozzle adjustment motor 36, and a connecting assembly. The air volume regulating valve 39 is located at the attitude adjustment nozzle 34. The attitude nozzle adjustment motor 36 is located outside the horizontal telescopic arm 33. The attitude nozzle adjustment motor 36 is connected to the air volume regulating valve 39 through the connecting assembly and is used to adjust the opening degree and / or opening direction of the air volume 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 connecting components include a steel cable 37 and a winding device 38. The winding device 38 is disposed inside the attitude nozzle adjusting motor 36 and connected to the output shaft end of the attitude nozzle adjusting motor 36. The winding device 38 is connected to the bleed air volume regulating valve 39 by a steel cable. When the attitude nozzle adjusting motor 36 is running, the winding device 38 can drive the bleed air volume regulating valve 39 to rotate, thereby controlling the opening degree and / or opening direction of the bleed air volume regulating valve 39.

[0099] In addition, the turbojet engine 11 is also equipped with a bleed air conversion seat 15, and the bleed air pipe 31 is inserted into the bleed air conversion seat 15 and then connected to the second air outlet 1122. The bleed air conversion seat 15 is also equipped with a bleed air valve, the controlled end of which is connected to the output end of the control system. The bleed air valve is used to adjust the magnitude of the compressed air flow into the bleed air pipe 31.

[0100] The attitude adjustment principle is as follows: After being pressurized by the compressor 112, air flows out from the bleed air inlet and bleed air valve, flows along the bleed air pipe 31 to the attitude adjustment nozzle 34 and is ejected. The control stick is connected to the controller and the attitude nozzle adjustment motor by cables respectively. The winding coil inside the motor is connected to the bleed air volume adjustment valve by a steel cable. The pilot adjusts the control stick to transmit the signal to the controller. The controller sends a command to the attitude nozzle adjustment motor 36. The attitude nozzle adjustment motor 36 controls the winding coil to work, thereby adjusting the valve opening of the bleed air volume adjustment valve to achieve different thrusts. 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, the bottom of the aircraft body 2 is provided with a main nozzle 212 suitable for communicating the tail nozzle 115 of the turbojet engine with the outside atmosphere. A main nozzle adjustment component is provided at the position of the main nozzle 212, which is suitable for adjusting the size and / or direction of the main nozzle opening.

[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 and rack structure 29. Multiple main nozzle adjustment grid plates 27 are provided, spaced apart on the inner wall of the main nozzle 212. The main nozzle sensor 210 is located at the main nozzle 212 and is used to detect the operating status of the main nozzle 212, such as thrust magnitude and exhaust temperature, and feeds the detection information back to the control system 4. The gear and rack structure 29 includes a rack and gears meshing with the rack, and the rack is connected to each main nozzle adjustment grid plate 27. The main nozzle grid plate adjusting motor 28 is connected to each main nozzle adjusting grid plate 27 through a gear and rack structure 29. The output shaft end of the main nozzle grid plate adjusting motor 28 is coaxially connected to the gear. The controlled end of the main nozzle grid plate adjusting motor 28 is connected to the output end of the control system 4. The main nozzle grid plate adjusting motor 28 is adapted to drive the gear to rotate, thereby driving the rack to move laterally, thereby driving each main nozzle adjusting grid plate 27 to swing through the rack, so as to control the size and / or direction of the gas flow ejected from the main nozzle 212.

[0103] When the main nozzle adjustment assembly adjusts the opening direction of the main nozzle, flight direction adjustment can be achieved. The principle of flight direction adjustment is as follows: high-temperature and high-pressure gas is ejected from the tail nozzle 115, and discharged into the outside atmosphere through the main nozzle adjustment grid 27. The opening angle of the main nozzle adjustment grid 27 is adjustable. The adjustment principle is that the main nozzle sensor 210 and the control stick operated by the pilot send signals to the controller 42. The controller 42 issues commands to the main nozzle grid adjustment motor 28. The main nozzle grid adjustment motor 28 drives the gear and rack mechanism, thereby adjusting the opening angle of the main nozzle adjustment grid 27, controlling the exhaust direction of the high-temperature and high-pressure gas, and finally achieving flight direction adjustment.

[0104] In some embodiments, a protective plate 22 is provided on the bottom wall of the aircraft body 2 extending downwards. The protective plate is used to isolate the high-temperature exhaust gas from the engine in order to protect the pilot from injury.

[0105] The outer wall of the aircraft body 2 is provided with a multi-point fixing strap 21 on the side near the second cavity 202. The tightness of the fixing strap can be adjusted to accommodate pilots of different body types. At the same time, it can provide independent protection for multiple parts of the pilot, increasing safety and comfort during flight.

[0106] An air intake protection net 23 is installed at the air intake position to prevent the turbojet engine from sucking in foreign objects from the external environment during operation, which could lead to engine failure.

[0107] A fuel level observation window 26 is provided on the outer wall of the main body 2 near the fuel tank 2021 to facilitate timely observation of the remaining fuel level of the turbojet engine and to understand parameters such as the remaining range of the flight backpack.

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

[0109] In turbojet engines, components such as bearings are lubricated with fuel, which reduces costs and significantly simplifies the engine structure.

[0110] In some embodiments, the aircraft also includes a helmet 5 to protect the pilot. A display screen 51 is also provided on the helmet 5. The input terminal of the display screen 51 is connected to the output terminal of the control system 4. The display screen 51 is adapted to display real-time operating status parameters of the turbojet engine 11 and / or flight status parameters, so that the pilot can be aware of the flight backpack status in real time.

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

[0112] The system schematic diagram of this invention is as follows: Figure 9 As shown, the specific principle is as follows: Battery 43 supplies power to controller 42. The pilot inputs commands via the joystick, which are converted into electrical signals and transmitted to controller 42. Attitude sensors, main nozzle sensors, and attitude nozzle sensors monitor the aircraft's attitude, the status of the main nozzle, and the attitude adjustment nozzle, respectively, and transmit the data to controller 42 in real time. The controller performs comprehensive analysis based on the pilot's commands and sensor data, calculates the required thrust and attitude adjustment parameters, and generates commands based on the analysis results, sending them to fuel pump 41, starter motor 111, and attitude nozzle adjustment motor 36. Fuel pump 41, according to the controller's commands, compresses fuel into the nozzle and injects it into the turbojet engine 11 for combustion. The starter motor 111 drives the compressor 112 to rotate, thereby controlling the turbojet engine 11 to work. The turbojet engine 11 feeds back signals such as required speed, exhaust temperature and bleed air pressure to the controller 42 according to the thrust required during flight and attitude adjustment. The controller 42 then issues commands to the starter motor 111, thus forming a closed-loop control. The attitude nozzle adjustment motor controls the opening and direction of the bleed air volume adjustment valve, adjusting 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, thus forming a closed loop.

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

Claims

1. An aircraft, characterized in that, include: Aircraft body (2); The power mechanism (1) includes at least one turbojet engine (11), which is located inside the aircraft body (2). The power mechanism (1) is used to generate thrust on the aircraft body (2). The turbojet engine includes an engine housing (116), which houses a starter motor (111), a compressor (112), a combustion chamber (113), and a turbine (114). 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 compressor (112) has an air inlet and an air outlet. The air outlet is divided into a first air outlet (1121) and a second air outlet (1122). The first air outlet (1121) is located inside the engine housing (116) and communicates with the air inlet of the combustion chamber (113) to introduce part of the compressed gas into the combustion chamber (113) to mix and burn with fuel, generating high-temperature and high-pressure gas, which impacts the turbine (114). Subsequently, the gas is discharged into the atmosphere through the tail nozzle (115) to generate thrust. At least one attitude adjustment mechanism (3) is connected to the second exhaust port (1122) of the turbojet engine, and the attitude adjustment mechanism (3) adjusts the attitude of the aircraft body (2) by means of compressed air drawn from the turbojet engine (11); The control system (4) is used to coordinate the control of the power mechanism (1) and the attitude adjustment mechanism (3), and 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 attitude adjustment mechanism (3) includes: The air intake pipe (31) is connected to the second air outlet (1122) of the turbojet engine; The adapter arm (32) is connected to the air intake tube (31) and the adapter arm (32) can extend and retract vertically. A horizontal telescopic arm (33) is connected to an adapter arm (32), and the horizontal telescopic arm (33) can extend and retract laterally. The tail end of the horizontal telescopic arm (33) is provided with an attitude adjustment nozzle (34). Attitude nozzle sensor (35) is set at the position of attitude adjustment nozzle (34). The attitude nozzle sensor (35) is used to detect the working status of attitude adjustment nozzle (34) and feed the detection information back to the control system (4). The nozzle adjustment structure is used to adjust the size of the attitude adjustment nozzle (34).

2. The aircraft according to claim 1, characterized in that, The power mechanism (1) includes at least two turbojet engines (11) that are detachably installed inside the aircraft body (2). The number of attitude adjustment mechanisms (3) is the same as the number of turbojet engines (11). Each attitude adjustment mechanism (3) is connected to the second exhaust port (1122) of each turbojet engine (11). An emergency interconnection device is provided between the second exhaust ports (1122) of each turbojet engine (11); when a single turbojet engine (11) fails, the emergency interconnection device is adapted to connect the second exhaust ports (1122) of each turbojet engine (11) in an emergency.

3. The aircraft according to claim 2, characterized in that, The emergency interconnection device includes at least one bleed air interconnection pipe (14), which is located between the second air outlets (1122) of two adjacent turbojet engines (11). An emergency interconnection valve (17) is provided on the bleed air interconnection pipe (14), and the controlled end of the emergency interconnection valve (17) is connected to the output end of the control system (4).

4. The aircraft according to claim 1, characterized in that, The nozzle adjustment structure includes: An air volume regulating valve (39) is provided at the attitude regulating nozzle (34); The attitude nozzle adjustment motor (36) is located outside the horizontal telescopic arm (33). The attitude 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 of the bleed air volume adjustment valve (39). The controlled end of the attitude nozzle adjustment motor (36) is connected to the output end of the control system (4).

5. The aircraft according to claim 1, 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 located in the first cavity (201). An air inlet is provided on the top wall of the first cavity (201), and a main nozzle (212) is provided 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. The control system (4) is located in the control system installation cavity (2022).

6. The aircraft according to claim 5, characterized in that, A main nozzle adjustment component is provided at the position of the main nozzle (212), and the main nozzle adjustment component is adapted to adjust the opening size and / or opening direction of the main nozzle. The main nozzle adjustment assembly includes: Multiple main nozzle regulating grids (27) are arranged at intervals on the inner wall of the main nozzle (212); Main nozzle sensor (210), the main nozzle sensor (210) is located at the main nozzle (212), the main nozzle sensor (210) is used to detect the working status of the main nozzle (212) and feed back the detection information to the control system (4). The gear rack structure (29) includes a rack and a gear meshing with the rack, and the rack is connected to each main nozzle adjustment grid plate (27). The main nozzle grid plate adjusting motor (28) has its output shaft end coaxially connected to the gear. The controlled end of the main nozzle grid plate adjusting motor (28) is connected to the output end of the control system (4). The main nozzle grid plate adjusting motor (28) is adapted to drive each main nozzle adjusting grid plate (27) to swing, so as to control the size and / or direction of the gas flow ejected from the main nozzle (212).

7. The aircraft according to claim 5, characterized in that, The bottom wall of the aircraft body (2) is provided with a protective plate (22) extending downward. And / or, the outer wall of the aircraft body (2) near the second cavity (202) is provided with a multi-point fixing strap (21); And / or, an air intake protective net (23) is provided at the air inlet position on the top wall of the first cavity (201). And / or, the outer wall of the aircraft body (2) near the fuel tank (2021) is provided with a fuel level observation window (26). And / or, the first partition is provided with a heat insulation layer (203) on one side of the first cavity (201); And / or, the main body of the aircraft (2) is made of aluminum alloy casting or 3D printing.

8. The aircraft according to any one of claims 1-7, characterized in that, The control system (4) includes: A controller (42) is located inside the main body (2) of the aircraft. The controller (42) is adapted to control the operating status of the oil pump (41) and the speed and / or exhaust temperature and / or bleed air pressure of the turbojet engine (11). Battery (43), said battery (43) is disposed inside the main body (2) of the aircraft; At least one joystick (44) is located outside the main body (2) of the aircraft. The output end of the joystick (44) is connected to the input end of the controller (42) via a first cable (45). The output end of the controller (42) is connected to the controlled ends of the turbojet engine (11) and the attitude adjustment mechanism (3) via a second cable (46).

9. The aircraft according to any one of claims 1-7, characterized in that, The aircraft also includes: Helmet (5), on which a display screen (51) is provided, 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 status parameters and / or flight status parameters of the turbojet engine (11) in real time. And / or, an attitude sensor (211), which is mounted on the main body of the aircraft (2), is used to detect the attitude of the main body of the aircraft (2) and feed the detection information back to the control system (4).

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