Duct supercharger lifting device

Abstract

The invention discloses a ducted supercharger lift device which comprises an air inlet channel, a supercharging duct and an air injection channel. The air inlet channel, the pressurizing duct and the air injection channel are sequentially connected, and air flow enters from the air inlet channel, is pressurized by the pressurizing duct and then is exhausted from the air injection channel; wherein a first lifting device is arranged in the air inlet channel, and a second lifting device is arranged in the air injection channel; an inlet of the air inlet channel is obliquely arranged downwards; and the first lifting force device and the second lifting force device are used for generating lifting force when airflow passes through. The device can be suitable for low-altitude economy of people, and is low in energy consumption and simple in structure.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation fan / compressor testing, and in particular to a ducted supercharger lift device. Background Art

[0002] Existing vertical take-off and landing (VTOL) aircraft primarily include multi-rotor aircraft, tilt-rotor aircraft, and vectoring nozzle aircraft. Multi-rotor aircraft rely entirely on the thrust of ducted fans to overcome gravity, which is limited by the fan's thrust-to-weight ratio and efficiency. Tilt-rotor aircraft require complex mechanical structures and control systems during takeoff and cruise, resulting in high system complexity and failure risks. Vectoring nozzle aircraft rely entirely on the high fuel-consuming engine jet speed for takeoff, resulting in poor fuel efficiency.

[0003] Providing a lift device that is economical, low-energy-consuming and simple in structure and suitable for low altitudes to overcome the problems existing in the prior art is one of the important issues to be urgently addressed in this field. Summary of the Invention

[0004] The purpose of the present invention is to provide a ducted supercharger lift device to solve the deficiencies in the prior art. The device is suitable for low-altitude economy, has low energy consumption and a simple structure.

[0005] The present invention provides a ducted supercharger lift device, comprising an air intake duct, a supercharging duct, and an ejection duct; the air intake duct, the supercharging duct, and the ejection duct are connected in sequence, and airflow enters from the air intake duct, is pressurized by the supercharging duct, and is discharged from the ejection duct; wherein:

[0006] A first lift device is provided in the air inlet, and a second lift device is provided in the jet channel; the inlet of the air inlet is arranged obliquely downward; the first lift device and the second lift device are used to generate lift when air flows through.

[0007] The ducted supercharger lift device as described above, wherein optionally: the outlet of the jet duct is inclined downward and rearward.

[0008] The ducted supercharger lift device as described above, wherein optionally: the first lift device includes a first wing plate, the top of the first wing plate having a first airfoil, and the bottom of the first wing plate having a second airfoil; the first airfoil is convex at the top, and the second airfoil is less curved than the first airfoil, so that when air flows through the first wing plate, lift is generated between the first airfoil and the second airfoil;

[0009] The second lift device includes a second wing plate, the top of the second wing plate has a third wing surface, the bottom of the second wing plate has a fourth wing surface, the third wing surface is convex to the top, and the curvature of the fourth wing surface is smaller than that of the third wing surface; so that when the airflow passes through the second wing plate, lift is generated between the third wing surface and the fourth wing surface.

[0010] The ducted supercharger lift device as described above, wherein optionally: the cross section of the air inlet duct is rectangular, and the first wing panel is arranged along the length direction of the rectangle;

[0011] A first transition section is provided between the air intake duct and the supercharging duct, and the first transition section is a square-to-circular contraction section.

[0012] The ducted supercharger lift device as described above, wherein, optionally, the cross section of the jet duct is rectangular, and the second wing panel is arranged along the length direction of the rectangle;

[0013] A second transition section is provided between the air intake duct and the supercharging duct, and the second transition section is a circular-to-square contraction section.

[0014] The ducted supercharger lift device as described above, wherein, optionally, the supercharged duct includes a ducted housing and a ducted fan;

[0015] Two ends of the duct shell are connected to the air inlet duct and the jet duct respectively. The duct fan is installed in the duct shell to drive the air flow from the air inlet duct to the jet duct.

[0016] The ducted supercharger lift device as described above, wherein, optionally, the first wing plate includes a first fixing plate and a first adjusting plate;

[0017] The first fixing plate is fixedly installed in the air inlet duct, and the first adjusting plate is rotatably connected to the first fixing plate; the first airfoil and the second airfoil are both formed by splicing the first fixing plate and the first adjusting plate;

[0018] The second wing plate includes a second fixing plate and a second adjusting plate;

[0019] The second fixing plate is fixedly installed in the jet channel, and the second adjusting plate is rotatably connected to the second fixing plate; the first wing surface and the second wing surface are both formed by splicing the second fixing plate and the second adjusting plate.

[0020] The ducted supercharger lift device as described above, wherein optionally: the number of the first wing panel and the number of the second wing panel are at least two. The present invention provides an aircraft, comprising an aircraft body and at least one ducted supercharger lift device as described above.

[0021] Compared with the existing technology, the present invention achieves the decoupling of the fan inlet Mach number and the flight Mach number by optimizing the design of the transition section between the inlet duct, the boost duct and the jet duct, so that the ducted fan can operate in its most efficient working area, thereby greatly improving the overall efficiency of the lift device and avoiding the limitations of the thrust-to-weight ratio and efficiency of the ducted fan in the existing technology.

[0022] This invention utilizes a simple fan structure, eliminating the complex mechanical adjustment systems found in tiltrotors and vectoring nozzles, thereby reducing the structural complexity and risk of failure. By rationally designing the geometry of the inlet and nozzle, it achieves a balance between lift and weight, simplifying the control system.

[0023] Compared with the existing vector nozzle form that relies on high jet speed, the present invention utilizes the high-efficiency design of the ducted fan, which can generate the required lift with lower energy consumption, effectively reducing fuel consumption and emissions, and meeting the high requirements of low-altitude economic aircraft for environmental protection and economy.

[0024] The present invention can not only provide continuous lift during flight, but also generate stable lift at zero flight speed, adapting to various flight requirements such as vertical take-off and landing and hovering, and has broader application prospects.

[0025] By flexibly adjusting the relative positions and shapes of the air inlet, ducted fan, and jet duct, and adopting an airfoil with variable curvature, the present invention can quickly adjust the lift and thrust output according to different flight conditions and requirements, ensuring that the aircraft can achieve optimal performance during vertical take-off and landing and cruising flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a ducted supercharger lift device 1 proposed by the present invention.

[0027] Figure 2 This is the second lifting device of the ducted supercharger proposed by the present invention.

[0028] Figure 3 This is the third ducted supercharger lift device proposed by the present invention.

[0029] Description of reference numerals:

[0030] 1-intake duct, 2-boost duct, 3-jet duct, 4-first transition section, 5-second transition section;

[0031] 11- first lifting device;

[0032] 111-first wing plate, 112-first wing surface, 113-second wing surface;

[0033] 1111-first fixed plate, 1112-first adjustment plate;

[0034] 21-ducted housing, 22-ducted fan;

[0035] 31- second lifting device;

[0036] 311-second wing plate, 312-third wing surface, 313-fourth wing surface;

[0037] 3111-second fixed plate, 3112-second adjustment plate. DETAILED DESCRIPTION

[0038] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and are not to be construed as limiting the present invention.

[0039] In response to the problems raised in the background technology, the present invention proposes the following solutions to solve them.

[0040] Example 1

[0041] Please refer to Figures 1 to 3 This embodiment proposes a ducted supercharger lift device, including an air intake duct 1, a supercharged duct 2 and an ejection duct 3; the air intake duct 1, the supercharged duct 2 and the ejection duct 3 are connected in sequence, and the air flow enters from the air intake duct 1, is pressurized by the supercharged duct 2, and is discharged from the ejection duct 3.

[0042] In a specific implementation, a first lift device 11 is provided in the air inlet 1, and a second lift device 31 is provided in the jet duct 3; the inlet of the air inlet 1 is arranged obliquely downward; the first lift device 11 and the second lift device 31 are used to generate lift when the airflow passes through.

[0043] The first lift device 11 and the second lift device 31 both utilize the pressure difference generated by the airflow on the upper and lower sides to increase the lift.

[0044] Specifically, when airflow enters the air inlet 1, it generates lift as it passes above and below the first lift device 11. When airflow passes through the jet duct 3, lift is generated at the second lift device 31. This provides greater lift during takeoff.

[0045] In practice, to facilitate vertical takeoff and landing, the outlet of the jet duct 3 is tilted downward and rearward. That is, the inlet of the air inlet duct 1 and the outlet of the jet duct 3 are both tilted downward, with the inlet of the air inlet duct 1 facing downward and forward, and the outlet of the jet duct 3 facing downward and rearward. Both the inlet of the air inlet duct 1 and the outlet of the jet duct 3 are curved downward. As can be seen from the momentum equation, both the inlet and the outlet will generate upward lift. Therefore, by properly controlling the axial force, the present invention can achieve vertical upward lift, i.e., vertical takeoff and landing of the aircraft. Specifically, the downward curve of the inlet is intended to increase the deflection of the airflow at the inlet, thereby generating high pressure on the upper wall and thereby increasing lift at the inlet.

[0046] Specifically, in order to achieve the lift at the linear lift device 11 and the second lift device 31, in this embodiment, the first lift device 11 includes a first wing plate 111, the top of the first wing plate 111 has a first airfoil 112, and the bottom of the first wing plate 111 has a second airfoil 113; the first airfoil 112 is convex toward the top, and the curvature of the second airfoil 113 is smaller than that of the first airfoil 112; so that when the airflow passes through the first wing plate 111, lift is generated between the first airfoil 112 and the second airfoil 113. In a specific implementation, the second airfoil 113 can be a straight surface or an upwardly curved surface. When the second airfoil 113 is curved upward, its curvature is smaller than that of the second airfoil 113. The connection between the first airfoil 112 and the second airfoil 113 is a smooth transition.

[0047] The second lift device 31 includes a second wing panel 311. A third wing surface 312 is formed at the top of the second wing panel 311, and a fourth wing surface 313 is formed at the bottom of the second wing panel 311. The third wing surface 312 is convex toward the top, and the fourth wing surface 313 is less curved than the third wing surface 312. This allows lift to be generated between the third and fourth wing surfaces 312 and 313 when air flows over the second wing panel 311. In a specific embodiment, the fourth wing surface 313 can be straight or upwardly curved. When the fourth wing surface 313 is upwardly curved, its curvature is less than that of the third wing surface 312. The transition between the third and fourth wing surfaces 312 and 313 is smooth.

[0048] To manage airflow turns caused by large bends in the duct and control flow separation, the inlet duct 1 has a rectangular cross-section, with the first vanes 111 arranged along the length of the rectangle. This way, when air flows over the first vanes 111, it flows along the upper and lower sides of the first vanes 111, generating lift. In practice, if the bend is too large, additional first vanes 111 can be added in parallel to further control the airflow.

[0049] A first transition section 4 is provided between the air inlet duct 1 and the supercharged duct 2. The first transition section 4 is a square-to-circular contraction section. The contraction ratio of the first transition section 4 is determined based on the flight Mach number and the intake Mach number of the ducted fan, effectively decoupling the intake Mach number of the ducted fan from the flight Mach number of the aircraft.

[0050] In a specific implementation, the jet duct 3 has a rectangular cross-section, and the second wing panels 311 are arranged along the length of the rectangle. A second transition section 5 is provided between the inlet duct 1 and the boost duct 2. This second transition section 5 is a round-to-square convergence section. The rectangular cross-section of the jet duct 3, particularly its flat-mouth structure, increases the area of the second wing panels 311, thereby providing greater lift while maintaining the same outlet area.

[0051] In this embodiment, the supercharged duct 2 includes a duct housing 21 and a duct fan 22. Specifically, the duct fan 22 is rotatably mounted within the duct housing 21. The ends of the duct housing 21 are connected to the air inlet duct 1 and the jet duct 3, respectively. The duct fan 22 is installed within the duct housing 21 to drive airflow from the air inlet duct 1 to the jet duct 3. The combined structure of the first wing panel 111 and the second wing panel 311 ensures that the duct fan operates in a high-efficiency range, thereby improving the overall efficiency of the lift device. The inner diameter of the duct fan is determined by the outer diameter of the motor, while the outer diameter is determined by the airflow rate and the intake Mach number.

[0052] In practice, to increase the flexibility of lift adjustment, lift and thrust are decoupled, that is, the magnitude of lift can be changed without significantly changing the magnitude of thrust. In this embodiment, the following improvements are also made: the first wing panel 111 includes a first fixed plate 1111 and a first adjustment plate 1112; the first fixed plate 1111 and the first adjustment plate 1112 are joined together to form the first wing panel 1111, that is, the bottom surface of the first fixed plate 1111 and the bottom surface of the first adjustment plate 1112 together form the first wing surface 112; the top surface of the first fixed plate 1111 and the top surface of the first adjustment plate 1112 together form the second wing surface 113.

[0053] Specifically, the first fixing plate 1111 is fixedly installed in the air inlet duct 1, and the first adjustment plate 1112 is rotatably connected to the first fixing plate 1111. The first wing surface 112 and the second wing surface 113 are both formed by splicing the first fixing plate 1111 and the first adjustment plate 1112. During implementation, a circular arc groove is formed at the connection between the first fixing plate 1111 and the first adjustment plate 1112. The side of the first adjustment plate 1112 connected to the first fixing plate 1111 has a cylindrical surface that adapts to the circular arc groove. The rotation center of the first adjustment plate 1112 coincides with the center line corresponding to the circular arc groove. This ensures a relatively smooth connection.

[0054] Furthermore, the second wing panel 311 includes a second fixing plate 3111 and a second adjustment plate 3112; the second fixing plate 3111 is fixedly mounted within the jet channel 3, and the second adjustment plate 3112 is rotatably connected to the second fixing plate 3111; the first wing surface 112 and the second wing surface 113 are both formed by the second fixing plate 3111 and the second adjustment plate 3112. The structure of the second wing panel 311 is identical to that of the first wing panel 111 and will not be further described here.

[0055] In a specific implementation, to increase lift, address fluid turning issues in the inlet, and control flow separation, the number of both the first wing panels 111 and the second wing panels 311 is at least two. When there are two first wing panels 111, the two first wing panels 111 are arranged in parallel with a certain distance between them. When there are two second wing panels 311, the two second wing panels 311 are arranged in parallel with a certain distance between them.

[0056] Example 2

[0057] This embodiment is a further improvement based on embodiment 1. The similarities are not repeated here, and only the differences are described below.

[0058] This embodiment provides an aircraft, which includes an aircraft body and at least one ducted supercharger lift device as described in Example 1. In a specific implementation, the power device of the aircraft can be one or more ducted supercharger lift devices as described in Example 1, or can include other power devices.

[0059] The ducted supercharger lift device proposed in this invention has at least the following benefits: By optimizing the transition section design between the inlet duct, supercharger duct, and jet duct, the fan inlet Mach number is decoupled from the flight Mach number, allowing the ducted fan to operate within its most efficient operating range. This significantly improves the overall efficiency of the lift device and avoids the thrust-to-weight ratio and efficiency limitations of ducted fans in the prior art. A simple fan structure eliminates the complex mechanical adjustment systems found in tiltrotors and vectoring nozzles, reducing the device's structural complexity and risk of failure. By rationally designing the inlet duct and nozzle geometry, lift and weight are balanced, simplifying the control system. Compared to existing vectoring nozzles that rely on high jet velocity, the present invention utilizes the high-efficiency design of the ducted fan to generate the required lift with lower energy consumption, effectively reducing fuel consumption and emissions, and meeting the high environmental and economic requirements of low-altitude economic aircraft. The present invention not only provides continuous lift during flight but also generates stable lift at zero flight speed, adapting to various flight requirements such as vertical takeoff and landing and hovering, and has broader application prospects. By flexibly adjusting the relative positions and shapes of the air inlet, ducted fan, and jet duct, and adopting an airfoil with variable curvature, the present invention can quickly adjust the lift and thrust output according to different flight conditions and requirements, ensuring that the aircraft can achieve optimal performance during vertical take-off and landing and cruising flight.

[0060] The basic principles of the present invention have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, and effects mentioned in the present invention are merely illustrative and non-limiting, and should not be construed as necessarily possessed by each embodiment of the present invention. Furthermore, the specific details disclosed above are provided for illustrative purposes and to facilitate understanding, and are not intended to be limiting. These details do not necessarily limit the present invention to being implemented using these specific details.

[0061] The block diagrams of the devices, apparatuses, equipment, and systems involved in the present invention are intended to be illustrative examples only and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems may be connected, arranged, or configured in any manner. Words such as "include," "comprise," "have," and the like are open-ended words, meaning "including but not limited to," and may be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or" and may be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and may be used interchangeably therewith.

[0062] Additionally, as used herein, "or" used in a list of items beginning with "at least one" indicates a separate list, so that, for example, a list 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 word "exemplary" does not mean that the example described is preferred or better than other examples.

[0063] It should also be noted that in the system and method of the present invention, each component or each step can be decomposed and / or recombined, and such decomposition and / or recombination should be regarded as equivalent solutions of the present invention.

[0064] Various changes, substitutions, and modifications may be made to the technology described herein without departing from the teachings as defined by the appended claims. Moreover, the scope of the claims is not limited to the specific aspects of the processes, machines, manufacture, compositions of things, means, methods, and actions described above. Currently existing or later developed processes, machines, manufacture, compositions of things, means, methods, or actions that perform substantially the same function or achieve substantially the same results as the corresponding aspects described herein may be utilized. Accordingly, the appended claims include within their scope such processes, machines, manufacture, compositions of things, means, methods, or actions.

[0065] 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 may 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 be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0066] The above description has been provided for the purpose of illustration and description. Furthermore, this description is not intended to limit the embodiments of the present invention to the forms disclosed herein. Although a number of example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A ducted supercharger lift device, comprising an air intake duct (1), a supercharging duct (2) and an air jet duct (3); the air intake duct (1), the supercharging duct (2) and the air jet duct (3) are connected in sequence, an air flow enters from the air intake duct (1), is pressurized by the supercharging duct (2), and is discharged from the air jet duct (3); the characteristics are: A first lift device (11) is provided in the air inlet (1), and a second lift device (31) is provided in the jet channel (3); the inlet of the air inlet (1) is arranged obliquely downward; the first lift device (11) and the second lift device (31) are used to generate lift when air flows through.

2. The ducted turbocharger lift device according to claim 1, characterized in that: The outlet of the jet channel (3) is inclined downward and rearward.

3. The ducted turbocharger lift device according to claim 2, characterized in that: The first lift device (11) comprises a first wing plate (111), the top of the first wing plate (111) has a first wing surface (112), and the bottom of the first wing plate (111) has a second wing surface (113); the first wing surface (112) is convex toward the top, and the second wing surface (113) is less curved than the first wing surface (112); so that when air flows through the first wing plate (111), lift is generated between the first wing surface (112) and the second wing surface (113); The second lift device (31) comprises a second wing plate (311), the top of the second wing plate (311) is provided with a third wing surface (312), the bottom of the second wing plate (311) is provided with a fourth wing surface (313), the third wing surface (312) is convex toward the top, and the curvature of the fourth wing surface (313) is smaller than that of the third wing surface (312), so that when air flows through the second wing plate (311), lift is generated between the third wing surface (312) and the fourth wing surface (313).

4. The ducted turbocharger lift device according to claim 3, characterized in that: The cross section of the air inlet (1) is rectangular, and the first wing plate (111) is arranged along the length direction of the rectangle; A first transition section (4) is provided between the air intake duct (1) and the boost duct (2), and the first transition section (4) is a square-to-circular contraction section.

5. The ducted turbocharger lift device according to claim 3, characterized in that: The cross section of the jet channel (3) is rectangular, and the second wing plate (311) is arranged along the length direction of the rectangle; A second transition section (5) is provided between the air intake duct (1) and the boost duct (2), and the second transition section (5) is a circular-to-square contraction section.

6. The ducted turbocharger lift device according to claim 5, characterized in that: The boost duct (2) includes a duct housing (21) and a duct fan (22); The two ends of the duct housing (21) are respectively connected to the air inlet duct (1) and the jet duct (3), and the duct fan (22) is installed in the duct housing (21) to drive the air flow from the air inlet duct (1) to the jet duct (3).

7. The ducted turbocharger lift device according to claim 3, characterized in that: The first wing plate (111) comprises a first fixing plate (1111) and a first adjusting plate (1112); The first fixing plate (1111) is fixedly installed in the air inlet duct (1), and the first adjusting plate (1112) is rotatably connected to the first fixing plate (1111); the first wing surface (112) and the second wing surface (113) are both formed by splicing the first fixing plate (1111) and the first adjusting plate (1112); The second wing plate (311) includes a second fixing plate (3111) and a second adjusting plate (3112); The second fixing plate (3111) is fixedly installed in the jet channel (3), and the second adjusting plate (3112) is rotatably connected to the second fixing plate (3111); the first wing surface (112) and the second wing surface (113) are both spliced together by the second fixing plate (3111) and the second adjusting plate (3112).

8. The ducted turbocharger lift device according to claim 7, characterized in that: The number of the first wing panels (111) and the number of the second wing panels (311) are both at least two.

9. An aircraft, characterized in that: The invention comprises an aircraft body and at least one ducted supercharger lift device according to any one of claims 1 to 8.

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