Aircraft thrust device using duct supercharger

Abstract

The invention discloses an aircraft thrust device applying a duct supercharger, which comprises a wing grid air inlet channel, the duct supercharger and a wing grid spray pipe which are communicated in sequence, the wing grid air inlet channel, the duct supercharger and the wing grid spray pipe are coaxially arranged; the duct supercharger is used for generating air flow flowing from the wing grid air inlet duct to the wing grid spray pipe; a first adjustable wing grid with an adjustable attack angle is arranged in the wing grid air inlet channel; the first adjustable wing grid can change the attack angle so as to adjust the lift force generated by the airflow at the first adjustable wing grid; a second adjustable wing grid with an adjustable attack angle is arranged in the wing grid spray pipe; the second adjustable wing grid can change the attack angle so as to adjust the lift force generated by the airflow at the second adjustable wing grid. The lift force of the whole device can be flexibly adjusted according to needs.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation fan / compressor testing, and specifically relates to a thrust device for an aircraft using a duct booster. Background Art

[0002] At present, the power devices that can provide thrust for an aircraft are divided into ducted fans and aero-engines represented by turbofan engines. Ducted fans are mainly driven by motors, and the energy replenishment source is batteries, which is a choice for low-altitude and low-carbon scenarios. Its basic structure is that the power output shaft of the motor is connected to the fan rotor blades to output power, and the fan stator blades further increase the pressure, and then through the contraction of the duct, the air is ejected from the nozzle to achieve propulsion. Its main axis direction coincides with the flight direction of the aircraft to adapt to the unrectified oncoming flow. Turbofan engines are driven by the core engine, and the energy replenishment source is aviation fuel, which is the mainstream choice for commercial aviation at present. Its basic structure is fan - compressor - combustion chamber - high and low pressure turbines, and the high-pressure compressor - combustion chamber - high-pressure turbine constitute the core engine. The air flow is pressurized by the compressor, and the kinetic energy is converted into potential energy. It obtains the chemical energy generated by the combustion of fuel in the combustion chamber, and finally the energy is absorbed by the turbine, and the turbine is connected to the compressor by a connecting shaft. Essentially, both of them generate the main driving force of the aircraft by the core component of the fan, and the difference lies in the way of inputting work to the fan.

[0003] Since the ducted fan and the commercial turbofan engine are fixed in relative position to the wing, there is a problem of a single power direction provided. For example, during the takeoff roll phase, the aircraft remains horizontal, and these two power devices provide acceleration for the aircraft under high load conditions, so that the wing has sufficient lift to achieve takeoff, while the power device itself does not have a means to provide lift. Summary of the Invention

[0004] The purpose of the present invention is to provide a thrust device for an aircraft using a duct booster to solve the deficiencies in the prior art, and it can flexibly adjust the lift of the entire device as needed.

[0005] The present invention provides a thrust device for an aircraft using a duct booster, which includes a vane grid inlet duct, a duct booster, and a vane grid nozzle that are connected in sequence;

[0006] The vane grid inlet duct, the duct booster, and the vane grid nozzle are coaxially arranged; the duct booster is used to generate an air flow flowing from the vane grid inlet duct to the vane grid nozzle;

[0007] The vane grid inlet duct is provided with a first adjustable vane grid with an adjustable angle of attack; the first adjustable vane grid can change the angle of attack to adjust the lift generated by the air flow at the first adjustable vane grid;

[0008] The second adjustable vane row with adjustable angle of attack is provided in the vane row nozzle; the second adjustable vane row can change the angle of attack to adjust the lift generated by the airflow at the second adjustable vane row.

[0009] The thrust device as described above, wherein, optionally, the vane row air inlet duct further includes a first pipe section and a second pipe section; one end of the second pipe section is connected to the first pipe section, and the other end is communicated with the air inlet end of the duct supercharger;

[0010] The first adjustable vane row is installed in the first pipe section and is located at the end of the first pipe section away from the second pipe section.

[0011] The thrust device as described above, wherein, optionally, the first adjustable vane row includes a first movable vane and a first fixed vane;

[0012] The first fixed vane is fixedly installed in the first pipe section, and the first fixed vane is arranged substantially horizontally;

[0013] The first movable vane is rotatably connected to the first fixed vane, and the rotation center of the two is consistent with the length direction of the first fixed vane.

[0014] The thrust device as described above, wherein, optionally, the thickness of the first fixed vane gradually decreases in the direction close to the duct supercharger;

[0015] The thickness of the first movable vane first increases and then decreases in the direction close to the first fixed vane;

[0016] An installation groove is provided on the side of the first fixed vane away from the duct supercharger, and an installation surface adapted to the installation groove is provided on the side of the first movable vane close to the first fixed vane.

[0017] The thrust device as described above, wherein, optionally, the number of the first adjustable vane rows is multiple.

[0018] The thrust device as described above, wherein, optionally, the diameter of the second pipe section decreases in the direction close to the duct supercharger.

[0019] The thrust device as described above, wherein, optionally, the vane row nozzle includes a third pipe section;

[0020] One end of the third pipe section is connected to the outlet end of the duct supercharger;

[0021] The second adjustable vane row includes a second movable vane and a second fixed vane;

[0022] The second fixed vane is fixedly installed in the third pipe section, and the second fixed vane is arranged substantially horizontally;

[0023] The second movable flap is rotatably connected to the second fixed flap, and the rotation center line of the two is parallel to the length direction of the second fixed flap.

[0024] The thrust device as described above, wherein, optionally, the second fixed flap is located within the third pipe section, and a part of the second movable flap extends out of the third pipe section.

[0025] The thrust device as described above, wherein, optionally, the ducted supercharger includes a fourth pipe section and a fifth pipe section;

[0026] The fourth pipe section is connected to the fifth pipe section, one end of the fourth pipe section away from the fifth pipe section is connected to the second pipe section, and one end of the fifth pipe section away from the fourth pipe section is connected to the third pipe section;

[0027] An inlet cone, rotor blades and stator blades are installed in the fourth pipe section; the diameter of the fifth pipe section becomes smaller along the direction away from the fourth pipe section.

[0028] The present invention also provides an aircraft, which includes a thrust device for an aircraft using a ducted supercharger as described in any one of the above.

[0029] Compared with the prior art, the present invention sets a wing-gate inlet duct at the air inlet end of the ducted supercharger and a wing-gate nozzle at the air outlet end of the ducted supercharger; a first adjustable wing-gate is arranged in the wing-gate inlet duct, and a second adjustable wing-gate is arranged in the wing-gate nozzle. By adjusting the attack angles of the first adjustable wing-gate and the second adjustable wing-gate, the lift force can be changed. Through the rectification of the first adjustable wing-gate and the control effect on the air flow, the mutual coupling effect between the working environment of the ducted supercharger and the flight environment of the aircraft is reduced. When it is necessary to increase the lift force, it is possible to increase the lift force only by adjusting the first adjustable wing-gate and the second adjustable wing-gate without increasing the power of the ducted supercharger, which is beneficial to reducing the power of the ducted supercharger during the takeoff stage. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is an exploded view of the overall structure of the present invention.

[0031] Figure 2 is a schematic structural diagram of the thrust device proposed in Embodiment 1 of the present invention during the takeoff stage.

[0032] Figure 3 is a schematic structural diagram of the thrust device proposed in Embodiment 1 of the present invention during the level flight stage.

[0033] Explanation of the reference numerals:

[0034] 1 - wing grid inlet, 2 - ducted supercharger, 3 - wing grid nozzle;

[0035] 11 - first adjustable wing grid, 12 - first pipe section, 13 - second pipe section;

[0036] 111 - first movable vane, 112 - first fixed vane, 113 - mounting groove, 114 - mounting surface;

[0037] 21 - fourth pipe section, 22 - fifth pipe section;

[0038] 211 - intake cone, 212 - rotor blade, 213 - stator blade;

[0039] 31 - second adjustable wing grid, 32 - third pipe section;

[0040] 311 - second movable vane, 312 - second fixed vane. Specific implementation mode

[0041] The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0042] In view of the problems raised in the background art, the present invention proposes the following embodiments to solve them.

[0043] Embodiment 1

[0044] Please refer to Figures 1 to 3 , this embodiment proposes a thrust device for an aircraft using a ducted supercharger, which includes a wing grid inlet 1, a ducted supercharger 2, and a wing grid nozzle 3 that are connected in sequence. The ducted supercharger 2 is used to generate power to drive the airflow to enter from the wing grid inlet 1, and after being pressurized by the ducted supercharger 2, it is discharged from the wing grid nozzle 3. In specific implementation, the design pressure ratio of the ducted supercharger is between 1.1 and 1.4.

[0045] The wing grid inlet 1, the ducted supercharger 2, and the wing grid nozzle 3 are coaxially arranged; the ducted supercharger 2 is used to generate an airflow flowing from the wing grid inlet 1 to the wing grid nozzle 3. In actual application, the wing grid inlet 1 is hermetically connected to the ducted supercharger 2, and the wing grid nozzle 3 is hermetically connected to the ducted supercharger 2.

[0046] The first adjustable vane grid 11 with an adjustable angle of attack is provided in the vane grid inlet duct 1; the first adjustable vane grid 11 can change the angle of attack to adjust the lift generated by the airflow at the first adjustable vane grid 11; by adjusting the angle of attack of the first adjustable vane grid 11, the airflow velocities above and below the first adjustable vane grid 11 change, causing the pressure difference between the upper and lower sides of the first adjustable vane grid 11 to change, thereby realizing the change in lift at the first adjustable vane grid. Specifically, when the angle of attack of the first adjustable vane grid 11 is negative, that is, the airflow enters obliquely upward, at this time, the upper surface of the first adjustable vane grid 11 is the suction surface, and the lower surface is the pressure surface. A pressure difference is formed between the upper and lower surfaces, thereby generating lift and providing a rectifying function for the downstream duct supercharger. For a symmetric airfoil, when the vane grid is in the zero angle of attack state, the forces on its upper and lower surfaces are the same, and no lift is generated, but it can provide a rectifying function for the downstream duct supercharger. By realizing the rectifying function, the mutual coupling effect between the working environment of the duct supercharger and the flight environment of the aircraft can be reduced, and the influence of the air airflow in the flight environment on the aircraft can be reduced.

[0047] The second adjustable vane grid 31 with an adjustable angle of attack is provided in the vane grid nozzle 3; the second adjustable vane grid 31 can change the angle of attack to adjust the lift generated by the airflow at the second adjustable vane grid 31. Specifically, by changing the angle of attack of the second adjustable vane grid 31 and the exhaust direction of the exhaust gas, the lift is increased. At the same time, it can also rectify the gas at the outlet.

[0048] During the takeoff stage or other times when it is necessary to increase the flight altitude, without increasing the power of the duct supercharger, by adjusting the first adjustable vane grid 11 and the second adjustable vane grid 31, the angles of attack of the first adjustable vane grid 11 and the second adjustable vane grid 31 are made positive, respectively generating additional lift and rectifying the airflow at the inlet. During the level flight cruise state, the angles of attack of the first adjustable vane grid 11 and the second adjustable vane grid 31 are zero, no longer providing additional lift, but can rectify the airflow at the inlet and outlet, reducing the mutual coupling effect between the working environment of the duct supercharger and the flight environment of the aircraft.

[0049] Compared with the prior art, the duct supercharger works in the comfortable zone of the impeller machinery design, the difficulty of efficiency and pressure ratio design decreases, and the design cost of the supercharger in the power plant is effectively reduced. That is, since additional lift can be increased through the first adjustable vane grid 11 and the second adjustable vane grid 31 without changing the power of the duct supercharger, to a certain extent, it can ensure that the duct supercharger works in the optimal working range, which is beneficial to improving the working efficiency of the duct supercharger.

[0050] In specific implementation, in order to implement the adjustment structure of the first adjustable vane grid 11, in specific implementation, the vane grid air inlet passage 1 further includes a first pipe section 12 and a second pipe section 13; in this embodiment, the cross-sections of the first pipe section 12 and the second pipe section 13 are both circular. One end of the second pipe section 13 is connected to the first pipe section 12, and the other end is communicated with the air inlet end of the ducted supercharger 2. In specific implementation, the first pipe section 12 is a straight tube, and the second pipe section 13 is a contraction tube, that is, along the direction away from the first pipe section 12, the diameter of the second pipe section 13 gradually becomes smaller. By making the second pipe section 13 into a contraction structure, a certain compression effect can be exerted on the airflow. The first adjustable vane grid 11 is installed in the first pipe section 12 and is located at the end of the first pipe section 12 away from the second pipe section 13. That is, the first adjustable vane grid 11 is located at the inlet of the first pipe section 12 to facilitate the adjustment of the first adjustable vane grid 11.

[0051] In order to realize the adjustment of the first adjustable vane grid 11, in this embodiment, the structure of the first adjustable vane grid 11 is further improved. Specifically, the first adjustable vane grid 11 includes a first movable vane 111 and a first fixed vane 112. The first fixed vane 112 is fixedly installed in the first pipe section 12, and the first fixed vane 112 is basically horizontally arranged; in this application, being basically horizontally arranged means that in the level flight state, the included angle between the first fixed vane 112 and the horizontal plane is not greater than 20 degrees. In specific implementation, the first fixed vane 112 can adopt a symmetric vane that is symmetric up and down. The first movable vane 111 is rotationally connected to the first fixed vane 112, and the rotation center of the two is consistent with the length direction of the first fixed vane 112. Specifically, the first movable vane 111 has a strip-shaped structure. The rear side edge of the first movable vane 111 is rotationally connected to the first fixed vane 112. The rotation center line of the first movable vane 111 is consistent with the length direction of the first movable vane 111 and is consistent with the length direction of the first movable vane 111.

[0052] In specific implementation, the first movable vane 111 can extend out of the end of the first pipe section 12 away from the second pipe section 12 to facilitate the swinging of the first movable vane 111 and the installation of a driving mechanism for driving the rotation of the first movable vane 111. For the driving mechanism, it can be a driving motor, which belongs to the prior art for those skilled in the art and will not be elaborated here.

[0053] In specific implementation, the thickness of the first fixed vane 112 gradually becomes smaller along the direction close to the ducted supercharger 2. In this embodiment, the thickness of the first fixed vane 112 refers to the dimension in the normal direction of the symmetric center plane on the upper and lower sides of the first fixed vane 112.

[0054] The thickness of the first movable vane 111 first increases and then decreases in the direction close to the first fixed vane 112. The thickness of the first movable vane 111 refers to the dimension of the first fixed vane 112 in the normal direction of the symmetric center plane on both the upper and lower sides of the first movable vane 111.

[0055] In a specific implementation, an installation groove 113 is provided on the side of the first fixed vane 112 away from the ducted supercharger 2, and an installation surface 114 adapted to the installation groove 113 is provided on the side of the first movable vane 111 close to the first fixed vane 112. Preferably, the installation surface 114 is an arc surface, and the installation surface 114 is slidably connected to the inner wall of the installation groove 113. In a specific implementation, the installation groove 113 can be made into a structure with a C-shaped cross section to facilitate the fitting of the installation groove 113 and the installation surface 114. On the other hand, protruding rotating shafts can also be provided at both ends of the first movable vane 111 to achieve rotation connection with the first fixed vane 112 or the first pipe section 12.

[0056] In a specific implementation, in order to ensure the effect of additionally increasing lift, in this embodiment, the number of the first adjustable vane grids 11 is multiple. Preferably, multiple first adjustable vane grids 11 are parallelly distributed at the entrance of the first pipe section 12.

[0057] In a specific implementation, the diameter of the second pipe section 13 decreases in the direction close to the ducted supercharger 2. By making the second pipe section 13 into a contracted shape, it is beneficial to further compress the air flow to improve the degree of air flow compression.

[0058] In some preferred implementation manners, the vane nozzle 3 further includes a third pipe section 32; the third pipe section 32 is located downstream of the ducted supercharger 2 to achieve control of the ejected exhaust gas. Specifically, one end of the third pipe section 32 is connected to the outlet end of the ducted supercharger 2. Specifically, the main function of the third pipe section 32 is to install the second adjustable vane grid 31 to increase lift through the second adjustable vane grid 31 and rectify the gas ejected from the ducted supercharger 2.

[0059] More specifically, the second adjustable vane grid 31 includes a second movable vane 311 and a second fixed vane 312. The second fixed vane 312 is fixedly installed in the third pipe section 32, and the second fixed vane 312 is basically horizontally arranged; it should be noted that in this application, being basically horizontally arranged means that in the level flight state, the included angle between the second fixed vane 312 and the horizontal plane is not greater than 20 degrees. More specifically, the second movable vane 311 is rotationally connected to the second fixed vane 312, and the rotation center line of the two is parallel to the length direction of the second fixed vane 312.

[0060] The second fixed vane 312 is located within the third pipe section 32, and a part of the second movable vane 311 extends out of the third pipe section 32. When additional lift is required, by controlling the angle of the second movable vane 311, the angle of attack of the second adjustable vane grid 31 is changed. At the same time, part of the ejected gas is directed downward, thereby generating an upward thrust and thus generating additional lift.

[0061] As the main power source, the ducted supercharger 2 includes a fourth pipe section 21 and a fifth pipe section 22; the fourth pipe section 21 is connected to the fifth pipe section 22, one end of the fourth pipe section 21 away from the fifth pipe section 22 is connected to the second pipe section 13, and one end of the fifth pipe section away from the fourth pipe section 21 is connected to the third pipe section 32. Specifically, the connection between the fourth pipe section 21 and the fifth pipe section 22 is sealed, the connection between the fourth pipe section 21 and the second pipe section 13 is sealed, and the connection between the fifth pipe section 22 and the third pipe section 32 is sealed.

[0062] An intake cone 211, rotor blades 212, and stator blades 213 are installed within the fourth pipe section 21; the diameter of the fifth pipe section 22 decreases in the direction away from the fourth pipe section 21. Specifically, the cross-sectional area of the air passage within the fourth pipe section 21 is equal to the cross-sectional area of the air passage within the fifth pipe section 22.

[0063] Embodiment 2

[0064] This embodiment is a further improvement based on Embodiment 1. The same parts will not be described in detail, and only the differences will be described below.

[0065] This embodiment provides an aircraft, which includes the thrust device described in Embodiment 1. The aircraft can be a fixed-wing aircraft. When it is a fixed-wing aircraft, the thrust device is installed at the wing tip of the fixed wing, which can weaken the flight resistance generated by the original induced vortex at the wing tip; the thrust device can be integrated with the wing and arranged in the middle of the wing, which can reduce the windward resistance and also reduce the requirement of the power device for the wing strength; the thrust device can be arranged below the wing, which is helpful for the separate manufacturing of the wing and the thrust device; the thrust device can be arranged above the distributed aircraft fuselage, which has an adsorption effect on the boundary layer on the upper surface of the fuselage, but there may be a problem of installation mismatch due to volume limitations.

[0066] The basic principles of the present invention have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, advantages, effects, etc. mentioned in the present invention are only examples and not limitations, and it cannot be considered that these advantages, advantages, effects, etc. are essential for each embodiment of the present invention. In addition, the above-disclosed specific details are only for the purpose of illustration and facilitating understanding, rather than limitations, and the present invention is not limited to implementing with the above specific details.

[0067] The block diagrams of the devices, apparatuses, equipment, and systems involved in the present invention are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any way. Words such as "comprising," "including," "having," etc. are open-ended terms, meaning "including but not limited to," and can be used interchangeably with each other. The word "or" and "and" used herein refer to the word "and / or" and can be used interchangeably with it, unless the context clearly indicates otherwise. The phrase "such as" used herein refers to the phrase "such as but not limited to" and can be used interchangeably with it.

[0068] In addition, as used herein, the "or" used in the listing of items starting with "at least one" indicates a separate listing. For example, the listing of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the term "exemplary" does not mean that the examples described are preferred or better than other examples.

[0069] It should also be noted that in the systems and methods of the present invention, each component or each step can be decomposed and / or recombined. These decompositions and / or recombinations should be regarded as equivalent solutions of the present invention.

[0070] Various changes, substitutions, and alterations can be made to the technologies described herein without departing from the teachings defined by the appended claims. In addition, the scope of the claims of the present invention is not limited to the specific aspects of the processes, machines, manufactures, compositions of events, means, methods, and acts described above. Current or later-developed processes, machines, manufactures, compositions of events, means, methods, or acts that perform substantially the same function or achieve substantially the same result as the corresponding aspects described herein can be utilized. Thus, the appended claims include such processes, machines, manufactures, compositions of events, means, methods, or acts within their scope.

[0071] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of the present invention. Therefore, the present invention is not intended to be limited to the aspects shown herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

[0072] The foregoing description has been presented for purposes of illustration and description. Furthermore, this description is not intended to limit embodiments of the invention to the form disclosed herein. Although several example aspects and embodiments have been discussed above, those of skill in the art will recognize some variations, modifications, alterations, additions, and subcombinations thereof.

Claims

1. An aircraft thrust device using a ducted supercharger, characterized in that: It includes a cascade inlet duct (1), a duct supercharger (2), and a cascade nozzle (3) that are connected in sequence. The cascade inlet duct (1), the duct supercharger (2), and the cascade nozzle (3) are coaxially arranged; the duct supercharger (2) is used to generate an air flow that flows from the cascade inlet duct (1) to the cascade nozzle (3). A first adjustable cascade (11) with an adjustable angle of attack is provided in the cascade inlet duct (1); the first adjustable cascade (11) can change the angle of attack to adjust the lift generated by the air flow at the first adjustable cascade (11). A second adjustable cascade (31) with an adjustable angle of attack is provided in the cascade nozzle (3); the second adjustable cascade (31) can change the angle of attack to adjust the lift generated by the air flow at the second adjustable cascade (31).

2. The thrust device of an aircraft using a ducted supercharger according to claim 1, characterized in that: The cascade inlet duct (1) further includes a first pipe section (12) and a second pipe section (13); one end of the second pipe section (13) is connected to the first pipe section (12), and the other end is communicated with the inlet end of the duct supercharger (2). The first adjustable cascade (11) is installed in the first pipe section (12) and is located at the end of the first pipe section (12) away from the second pipe section (13).

3. The aircraft thrust device using a ducted supercharger according to claim 2, characterized in that: The first adjustable cascade (11) includes a first movable vane (111) and a first fixed vane (112). The first fixed vane (112) is fixedly installed in the first pipe section (12), and the first fixed vane (112) is basically horizontally arranged. The first movable vane (111) is rotatably connected to the first fixed vane (112), and the rotation center of the two is consistent with the length direction of the first fixed vane (112).

4. The thrust device of an aircraft using a ducted supercharger according to claim 3, characterized in that: The thickness of the first fixed vane (112) gradually decreases in the direction close to the duct supercharger (2). The thickness of the first movable vane (111) first increases and then decreases in the direction close to the first fixed vane (112). An installation groove (113) is provided on the side of the first fixed vane (112) away from the duct supercharger (2), and an installation surface (114) adapted to the installation groove (113) is provided on the side of the first movable vane (111) close to the first fixed vane (112).

5. The thrust device of an aircraft using a ducted supercharger according to claim 2, characterized in that: The number of the first adjustable cascades (11) is multiple.

6. The aircraft thrust device using a ducted supercharger according to claim 2, characterized in that: The diameter of the second pipe section (13) decreases in the direction close to the duct supercharger (2).

7. The thrust device of an aircraft using a ducted supercharger according to claim 2, characterized in that: The cascade nozzle (3) includes a third pipe section (32). One end of the third pipe section (32) is connected to the outlet end of the duct supercharger (2). The second adjustable cascade (31) includes a second movable vane (311) and a second fixed vane (312). The second fixed vane (312) is fixedly installed in the third pipe section (32), and the second fixed vane (312) is basically horizontally arranged. The second movable vane (311) is rotatably connected to the second fixed vane (312), and the rotation center line of the two is parallel to the length direction of the second fixed vane (312).

8. The aircraft thrust device using a ducted supercharger according to claim 7, characterized in that: The second fixed vane (312) is located within the third pipe segment (32), and a part of the second movable vane (311) extends out of the third pipe segment (32).

9. The thrust device of an aircraft using a ducted supercharger according to claim 7 or 8, characterized in that: The ducted supercharger (2) includes a fourth pipe segment (21) and a fifth pipe segment (22); The fourth pipe segment (21) is connected to the fifth pipe segment (22). One end of the fourth pipe segment (21) remote from the fifth pipe segment (22) is connected to the second pipe segment (13), and one end of the fifth pipe segment remote from the fourth pipe segment (21) is connected to the third pipe segment (32); An intake cone (211), rotor blades (212) and stator blades (213) are installed within the fourth pipe segment (21); the diameter of the fifth pipe segment (22) becomes smaller in the direction away from the fourth pipe segment (21).

10. An aircraft, characterized in that, It includes an aircraft thrust device using the ducted supercharger according to any one of claims 1-9.

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