Duct supercharger power device capable of achieving vertical take-off and landing

Abstract

The invention discloses a ducted supercharger power device capable of achieving vertical lifting. The ducted supercharger power device comprises an air inlet unit, a ducted supercharger unit and an air outlet spray pipe unit. The air inlet unit is sequentially communicated with the duct supercharger unit and the air outlet spray pipe unit, and the nozzle direction of the air outlet spray pipe unit is adjustable; under the taking-off and landing working conditions, air outlets of the air outlet spray pipe units face the ground; and in a level flight cruise working condition, the air outlet of the air outlet spray pipe unit is in a horizontal state. Working condition conversion is achieved through the air inlet unit and the air outlet spraying pipe unit, and the problem that in the vertical take-off and landing process of a multi-rotor-wing unmanned aerial vehicle / tilting rotor wing, passengers pitch along with the unmanned aerial vehicle body to cause riding comfort is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a ducted supercharger power device capable of achieving vertical take-off and landing. Background Art

[0002] One of the key technologies for vertical takeoff and landing (VTOL) aircraft lies in the transition between the powerplant state and the cruise mode. During takeoff and landing, the forces acting at sea level are balanced and close to zero. However, perpendicular to sea level, the powerplant must provide lift equivalent to the aircraft's own weight to achieve hovering and vertical motion. When the lift is greater than or less than gravity, the overall force acting on the aircraft is directed upward or downward perpendicular to the ground, corresponding to the takeoff and landing conditions. When the lift is equal to gravity, the overall force acting on the aircraft is zero, and the aircraft is in a hovering state. In cruise mode, in addition to the balance between the lift provided by the powerplant and its own weight perpendicular to sea level, at sea level, the aircraft experiences a balance between the thrust provided by the powerplant and aerodynamic drag. Therefore, the powerplant itself must undergo a change in operating conditions or energy conversion methods to achieve a balance between the two operating conditions.

[0003] The current technical solutions include three types: helicopters powered by a single-rotor combined turboshaft engine, multi-rotor aircraft powered by an electric multi-rotor, and tilt-rotor aircraft powered by a tilt-rotor engine.

[0004] Helicopters powered by single-rotor combined turboshaft engines are currently widely used, but have the following disadvantages: First, due to the limitations of the tilt angle of the rotor's overall plane and flight stability, this type of aircraft cannot achieve high-speed flight; second, due to the high wingtip cutting speed of the rotor, it will generate a lot of aerodynamic noise, affecting ride comfort.

[0005] Multi-rotor aircraft powered by electric multi-rotors are currently the primary means of achieving lift and thrust for most small drones, and larger models capable of carrying passengers are gradually emerging. However, these aircraft have the following disadvantages: First, due to the thrust generation method, the aircraft always tilts in line with the rotors during cruising, affecting ride comfort; second, the exposed rotors also generate high aerodynamic noise; and third, from a safety perspective, a blade detachment could directly penetrate the aircraft, posing a direct threat to passengers.

[0006] Tilt-rotor aircraft powered by tilt-rotor engines are technically challenging, though limited application examples exist. Their primary drawback is that the engine's tilting motion, coupled with the need for efficient flow control, demands extremely high control capabilities, making implementation difficult. Summary of the Invention

[0007] The purpose of the present invention is to provide a ducted supercharger power unit that can achieve vertical take-off and landing, so as to solve the shortcomings of the existing technology. It can achieve the decoupling of the main power source, namely the ducted supercharger unit, and the efficient flow organization of the inlet and outlet flows, thereby reducing the difficulty of implementing the control technology. The power unit is a casing-wrapped type, which overcomes the problems of limited flight speed, high aerodynamic noise, and low safety and reliability of the exposed large aspect ratio rotor.

[0008] The present invention provides a ducted supercharger power unit capable of achieving vertical take-off and landing, comprising an air intake unit, a ducted supercharger unit and an air outlet nozzle unit;

[0009] The air intake unit is connected to the ducted turbocharger unit and the air outlet nozzle unit in sequence, and the nozzle direction of the air outlet nozzle unit is adjustable;

[0010] When in the take-off and landing working condition, the air outlet of the air outlet nozzle unit faces the ground; when in the level flight and cruising working condition, the air outlet of the air outlet nozzle unit is in a horizontal state.

[0011] As described above, a ducted supercharger power device capable of achieving vertical take-off and landing, wherein preferably, the air intake unit includes a first wing grid and a first connecting tube, the first wing grid is installed at one end of the first connecting tube, and the air intake angle of the first wing grid is adjustable up and down; the other end of the first connecting tube is connected to the air intake end of the ducted supercharger unit.

[0012] As described above, a ducted supercharger power device capable of realizing vertical take-off and landing, wherein preferably, a second wing grid is provided in the first connecting tube, and the air intake angle of the second wing grid is fixed; the winglets of the second wing grid correspond one-to-one with the winglets of the first wing grid, and an installation groove is provided on one end of the winglets of the second wing grid close to the first wing grid, and one end of the winglets of the first wing grid is rotatably installed in the corresponding installation groove.

[0013] As described above, a ducted supercharger power device capable of achieving vertical take-off and landing, wherein preferably, the ends of the winglets of the first wing grid away from the second wing grid are connected through a connecting rod, and the winglets of the first wing grid are hinged to the connecting rod.

[0014] As described above, a ducted supercharger power device capable of achieving vertical take-off and landing, wherein preferably, the air intake unit further includes a second connecting cylinder, and the first connecting cylinder is connected to the air intake end of the ducted supercharger unit through the second connecting cylinder.

[0015] As described above, a ducted supercharger power device capable of realizing vertical take-off and landing, wherein, preferably, the cross-section of the first connecting tube is rectangular, one end of the second connecting tube is rectangular, and the other end is circular; the rectangular end of the second connecting tube is fixedly connected to the first connecting tube, and the cross-section of the second connecting tube gradually decreases in the direction away from the first connecting tube.

[0016] A ducted supercharger power device capable of achieving vertical take-off and landing as described above, wherein, preferably, the ducted supercharger unit includes a connecting casing, supercharger rotor blades, an air intake cone, supercharger stator blades, a motor and a supporting casing; one end of the connecting casing is fixedly connected to the circular end of the second connecting cylinder, the supercharger rotor blades are fixedly mounted on the air intake cone, the air intake cone is rotatably mounted in the connecting casing, and the supercharger stator blades are fixedly mounted in the connecting casing; one end of the supporting casing is fixedly connected to one end of the connecting casing, and the other end of the supporting casing is connected to the air intake end of the exhaust nozzle unit; the motor is fixedly mounted in the supporting casing, and the output shaft of the motor is transmission-connected to the air intake cone.

[0017] As described above, a ducted supercharger power device capable of realizing vertical take-off and landing, wherein, preferably, the exhaust nozzle unit includes a first exhaust pipe, a second exhaust pipe and a partition, the first exhaust pipe and the second exhaust pipe share an air inlet end, the exhaust end of the first exhaust pipe is arranged horizontally, and the exhaust end of the second exhaust pipe faces the ground; the partition is arranged at the connection between the first exhaust pipe and the second exhaust pipe; the partition is used to block the first exhaust pipe or the first exhaust pipe; when in take-off and landing conditions, the partition blocks the first exhaust pipe, and the gas discharged from the ducted supercharger unit enters the second exhaust pipe and is discharged from the exhaust end of the second exhaust pipe; when in level flight cruising conditions, the partition blocks the second exhaust pipe, and the gas discharged from the ducted supercharger unit enters the first exhaust pipe and is discharged from the exhaust end of the first exhaust pipe.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The working condition conversion of the present invention is realized by the air intake unit and the air outlet nozzle unit, which overcomes the riding comfort problem caused by the random body pitch of passengers during the vertical take-off and landing of multi-rotor UAVs / tilt-rotor UAVs and man-machines.

[0020] 2. The power unit of the present invention is of casing-wrapped type, which overcomes the problems of limited flight speed, high aerodynamic noise, and low safety and reliability of exposed high-aspect-ratio rotors;

[0021] 3. This invention achieves the decoupling of the working condition conversion mechanism and the power source, the flight environment and the power source working environment, making engineering research and development have the practical value of independent research and development of each unit, reducing the difficulty of technical research and development, and facilitating the implementation of system control technology;

[0022] 4. The operating range of the power source ducted supercharger of the present invention is different from that of the existing ducted fan. It can be engineered in the area with the highest efficiency, thereby reducing the energy consumption of the entire power device. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is an exploded schematic diagram of a ducted supercharger power unit capable of achieving vertical take-off and landing, as proposed by the present invention;

[0024] Figure 2 The present invention is a schematic diagram of a ducted supercharger power unit capable of vertical take-off and landing in a level flight cruise condition.

[0025] Figure 3 The present invention is a schematic diagram of a ducted supercharger power unit capable of achieving vertical take-off and landing in a take-off and landing state.

[0026] Figure 4 It is a structural diagram of the exhaust nozzle unit.

[0027] Description of reference numerals:

[0028] 1-air intake unit, 2-ducted supercharger unit, 3-exhaust nozzle unit, 4-first air outlet pipe, 5-second air outlet pipe, 6-partition, 11-first wing grid, 12-first connecting tube, 13-second wing grid, 13a-installation groove, 14-connecting rod, 15-second connecting tube, 21-supercharger rotor blade 22-connecting casing, 23-intake cone, 24-supercharger stator blade, 25-support casing, 31-direction-adjustable nozzle incident section, 32-direction-adjustable nozzle middle section, 33-direction-adjustable nozzle ejection section. DETAILED DESCRIPTION

[0029] 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.

[0030] Embodiment 1 of the present invention: Figure 1-Figure 3 As shown, the present invention discloses a ducted supercharger power device capable of achieving vertical take-off and landing, comprising an air intake unit 1, a ducted supercharger unit 2 and an air outlet nozzle unit 3;

[0031] The air intake unit 1 is connected to the ducted supercharger unit 2 and the air outlet nozzle unit 3 in sequence. The air inlet direction of the air intake unit 1 is adjustable, and the air outlet direction of the air outlet nozzle unit 3 is adjustable. External gas enters the ducted supercharger unit 2 through the air intake unit 1, and is pressurized by the ducted supercharger unit 2 before being discharged through the air outlet nozzle unit 3.

[0032] When in the take-off and landing working condition, the air inlet of the air intake unit 1 faces the ground, and the air outlet of the air outlet nozzle unit 3 faces the ground; when in the level flight and cruising working condition, the air inlet of the air intake unit 1 is in a horizontal state, and the air outlet of the air outlet nozzle unit 3 is in a horizontal state.

[0033] The air intake unit 1 includes a first wing cascade 11 and a first connecting tube 12. The first wing cascade 11 is mounted on one end of the first connecting tube 12, and the air intake angle of the first wing cascade 11 is adjustable. The other end of the first connecting tube 12 is connected to the air intake end of the ducted supercharger unit 2. The first wing cascade 11 is composed of fins stacked up and down, and the fins have an adjustable curvature to adapt to different operating conditions. When the first wing cascade 11 has a curvature, it deflects the airflow, and the airflow symmetrically exerts forces of equal magnitude and opposite directions on the solid body on the first wing cascade 11, thereby generating additional force on the wing cascade, which, after adjustment, can provide a portion of lift for the aircraft. At the same time, the air intake wing cascade unit also provides air intake conditions for the downstream ducted supercharger unit.

[0034] During takeoff and landing, the aircraft's horizontal flight speed approaches zero, and flow organization is achieved by the ducted supercharger unit 2. Specifically, the inlet direction is determined by the curvature of the adjustable first cascade 11 of the inlet unit 1, while the inlet velocity is influenced by the suction capacity of the ducted supercharger unit 2. These two factors together constitute the flow field conditions of the inlet unit 1. At this point, the first cascade 11 of the inlet unit 1 has a curvature toward the ground (i.e., an inclination angle toward the ground). Its guidance of the airflow causes the cascade itself to be subjected to an upward component of force perpendicular to the sea level, i.e., lift, and also a horizontal component. The magnitude of these forces is determined by the curvature of the inlet cascade. The outlet nozzle unit 3 also has a nozzle orientation toward the ground. Its guidance of the airflow causes the airflow to generate a reaction force on solid objects, thereby providing lift. At this point, both the inlet and outlet sections of the power unit have the function of providing lift, providing the required lift for the aircraft and adapting to changes in the center of mass through geometric adjustment.

[0035] During level flight cruise, the power unit's intake conditions are determined by the flight environment, and the power unit reorganizes the intake airflow generated by these conditions. Specifically, unlike the large-arc wing gratings during takeoff and landing, the first wing grating 11 of the air intake unit 1 is switched to a horizontal position, placing the air intake in a horizontal position. In practice, the wing grating of the first wing grating 11 can also be adjusted within a small range of arborization, enabling adjustment of the lift and drag provided by the air intake unit 1. The outlet direction of the air outlet nozzle unit 3 is restored to a horizontal state, and the outlet direction of the air outlet nozzle unit 3 can also be fine-tuned to achieve flexible adjustment of the flight attitude. Meanwhile, in cruise mode, the ducted supercharger unit 2 operates in a low-speed, high-efficiency zone to achieve energy savings, but flight speed can also be directly adjusted by increasing or decreasing the speed.

[0036] Based on the fluid momentum equation, the net force acting on a solid is the momentum difference between the inlet and outlet airflows. The outlet nozzle unit determines the state of the outlet fluid. Therefore, from the perspective of the fluid control body, the outlet nozzle unit and the inlet unit jointly determine the amount of lift and thrust that the power unit can provide for the aircraft.

[0037] To further enhance intake flow organization, a second wing cascade 13 is provided within the first connecting tube 12. The intake angle of the second wing cascade 13 is fixed, meaning it cannot be adjusted. The vanes of the second wing cascade 13 correspond one-to-one with the vanes of the first wing cascade 11. Mounting grooves 13a are defined on the end of the vanes of the second wing cascade 13 closest to the first wing cascade 11. One end of the vane of the first wing cascade 11 is rotatably mounted within the corresponding mounting groove 13a. As an implementation, a rotating shaft can be fixed to one end of the vane of the first wing cascade 11, rotatably mounted within the mounting groove 13a. The vanes of the first wing cascade 11, distal from the second wing cascade 13, are connected via a connecting rod 14, to which the vanes of the first wing cascade 11 are hinged. This arrangement ensures that the vanes of the first wing cascade 11 can be adjusted to the same angle when the intake angle of the first wing cascade 11 is adjusted.

[0038] Preferably, the air intake unit 1 further includes a second connecting tube 15, through which the first connecting tube 12 is connected to the air intake end of the ducted supercharger unit 2. The cross-section of the first connecting tube 12 is rectangular, and one end of the second connecting tube 15 is rectangular and the other end is circular. The rectangular end of the second connecting tube 15 is fixedly connected to the first connecting tube 12, and the cross-section of the second connecting tube 15 gradually decreases in the direction away from the first connecting tube 12. By providing the second connecting tube 15, the gas can be rectified and compressed before entering the ducted supercharger unit 2. Through the aerodynamic action of the wing grid and the second connecting tube, the ducted supercharger unit is provided with air intake conditions different from the inlet flight environment.

[0039] The ducted supercharger unit 2 includes a connecting casing 22, a supercharger rotor blade 21, an air intake cone 23, a supercharger stator blade 24, a motor and a supporting casing 25; one end of the connecting casing 22 is fixedly connected to the circular end of the second connecting tube 15, the supercharger rotor blade 21 is fixedly mounted on the air intake cone 23, the air intake cone 23 is rotatably mounted in the connecting casing 22, and the supercharger stator blade 24 is fixedly mounted in the connecting casing 22, specifically, the supercharger stator blade 24 can be fixedly mounted on the inner wall of the connecting casing 22; one end of the supporting casing 25 is fixedly connected to one end of the connecting casing 22, and the other end of the supporting casing 25 is connected to the air intake end of the exhaust nozzle unit 3; the motor is fixedly mounted in the supporting casing 25, and the output shaft of the motor is transmission-connected to the air intake cone 23, that is, the motor can drive the air intake cone 23 to rotate. With the intake unit 1 providing decoupled intake conditions from the flight environment, the ducted turbocharger unit 2 can be engineered and operated in its high-efficiency zone, overcoming the multi-operating-condition design challenges of turbomachinery within the constraints of the flight environment. Furthermore, the outer casing reduces the safety risks associated with the supercharger's rotor blades falling off and reduces aerodynamic noise. Furthermore, the pitch angle of the ducted turbocharger unit 2 remains constant, forming an integral part of the aircraft, thereby enhancing the ride comfort of aircraft utilizing this powerplant.

[0040] As an implementation method, the air outlet nozzle unit 3 includes a direction-adjustable nozzle incident section 31, a direction-adjustable nozzle middle section 32, and a direction-adjustable nozzle jet section 33. In some implementation methods, the incident section 31 is always fixed to the body, and the outer wheel width of the bevel cut at each connection is equipped with a circular gear. The drive motor drives the small gear and the large gear with the outer contour of the bevel cut to produce relative meshing motion, thereby adjusting the spatial relative position of each pipeline main axis. According to the geometric relationship, since the inner tube is cylindrical and the interior of the bevel cut pipe is elliptical, the adjustment process is bound to have interference problems. To prevent air leakage, the original bevel cut is constructed into a circle at the bevel cut. This ensures that despite the interference, there will be no leakage.

[0041] During level flight cruise, the first cascade 11 of the air intake unit 1 is horizontal, and the exhaust nozzle unit 3 is in a horizontal exhaust state. That is, the direction-adjustable nozzle incident section 31, the direction-adjustable nozzle middle section 32, and the direction-adjustable nozzle exhaust section 33 are all in a horizontal state. However, it should be noted that both of these positions may also change during cruise due to attitude adjustments.

[0042] During take-off and landing conditions, the first wing grid 11 in the air intake unit 1 is in a non-horizontal state, discharging air toward the ground, and the direction-adjustable nozzle jet section 33 of the air outlet nozzle unit 3 is facing the ground, perpendicular to the horizontal plane. The air intake unit 1 and the air outlet nozzle unit 3 jointly provide the lift required during take-off and landing conditions.

[0043] See Figure 4 As shown, as an implementation, the exhaust nozzle unit 3 includes a first exhaust pipe 4, a second exhaust pipe 5, and a partition 6. The first exhaust pipe 4 and the second exhaust pipe 5 share an air inlet end. The exhaust end of the first exhaust pipe 4 is arranged horizontally, and the exhaust end of the second exhaust pipe 5 faces the ground. The partition 6 is arranged at the connection between the first exhaust pipe 4 and the second exhaust pipe 5. The partition 6 is used to block the first exhaust pipe 4 or the first exhaust pipe 4. During takeoff and landing, the partition 6 blocks the first exhaust pipe 4, and the gas exhausted by the ducted supercharger unit 2 enters the second exhaust pipe 5 and is discharged from the exhaust end of the second exhaust pipe 5. During level flight and cruising, the partition 6 blocks the second exhaust pipe 5, and the gas exhausted by the ducted supercharger unit 2 enters the first exhaust pipe 4 and is discharged from the exhaust end of the first exhaust pipe 4. Designing the exhaust nozzle unit 3 into such a structure facilitates the simplification of the control scheme.

[0044] As an implementation method, the air intake unit 1 can be composed of a pipe and an internal wing (not less than one wing) arranged in the pipe. In this case, the ability to adjust to different flow requirements of the supercharger may be lost, but it may be beneficial to engineering manufacturing.

[0045] As an implementation method, the air intake unit 1 can eliminate the wing grid and directly use an adjustable duct as a replacement. The air intake of the duct faces downward (i.e., toward the ground) during takeoff and landing, and remains horizontal during level flight and cruising. This can simplify the overall engineering manufacturing and control strategy.

[0046] The ducted supercharger unit 2 operates at its maximum pressure ratio during takeoff and landing, while operating at a low speed and high efficiency during level flight and cruise. The design pressure ratio of the ducted supercharger differs from the high pressure ratio of currently available ducted fans (no higher than 1.1) and the high pressure ratio of the intake fan of commercial turbofan engines (no lower than 1.4). It can be somewhere in between, between 1.1 and 1.4, depending on the thrust requirements of the aircraft.

[0047] In specific implementation, the outlet nozzle unit 3 can be similar to the inlet unit 1, with a wing-grid structure at the outlet to organize the flow and adjust the outlet direction. There are multiple suboptimal solutions, such as whether there are upper and lower wings, whether there is an internal wing grid, etc.

[0048] The power unit of the present invention is of casing-wrapped type, which overcomes the problems of limited flight speed, high aerodynamic noise, and low safety and reliability of exposed large-aspect-ratio rotors.

[0049] The working mode conversion of the present invention is achieved by the air inlet wing grid unit and the air outlet nozzle unit, which overcomes the riding comfort problem caused by the pitching of the fuselage of passengers during the vertical take-off and landing of multi-rotor UAVs / tilt-rotor UAVs and man-machines;

[0050] The present invention achieves decoupling of the working condition conversion mechanism and the power source, the flight environment, and the power source working environment, making engineering research and development have the practical value of independent research and development for each unit, reducing the difficulty of technical research and development, and facilitating the implementation of system control technology;

[0051] The operating range of the power source ducted supercharger of the present invention is different from that of the existing ducted fan. It can be engineered in the area with the highest efficiency, thereby reducing the energy consumption of the entire power device.

[0052] The present invention achieves decoupling of the main power source, namely the ducted supercharger unit, from the efficient flow organization of the inlet and outlet flows, thereby reducing the difficulty of implementing the control technology.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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 power plant capable of vertical take-off and landing, characterized by: It comprises an air intake unit (1), a ducted supercharger unit (2) and an air outlet nozzle unit (3); The air intake unit (1) is connected to the ducted supercharger unit (2) and the air outlet nozzle unit (3) in sequence; the air inlet direction of the air intake unit (1) is adjustable, and the air outlet direction of the air outlet nozzle unit (3) is adjustable; When in a take-off and landing operating condition, the air inlet of the air inlet unit (1) faces the ground, and the air outlet of the air outlet nozzle unit (3) faces the ground; when in a level flight and cruising operating condition, the air inlet of the air inlet unit (1) is in a horizontal state, and the air outlet of the air outlet nozzle unit (3) is in a horizontal state.

2. The ducted supercharger power unit capable of vertical take-off and landing according to claim 1, characterized in that: The air intake unit (1) comprises a first wing grid (11) and a first connecting tube (12); the first wing grid (11) is mounted on one end of the first connecting tube (12); the air intake angle of the first wing grid (11) is adjustable up and down; the other end of the first connecting tube (12) is connected to the air intake end of the ducted supercharger unit (2).

3. The ducted supercharger power unit capable of vertical take-off and landing according to claim 2, characterized in that: A second wing grid (13) is provided in the first connecting tube (12), and the air intake angle of the second wing grid (13) is fixed; the wing blades of the second wing grid (13) correspond one-to-one with the wing blades of the first wing grid (11); an installation groove (13a) is provided at one end of the wing blade of the second wing grid (13) close to the first wing grid (11), and one end of the wing blade of the first wing grid (11) is rotatably installed in the corresponding installation groove (13a).

4. The ducted supercharger power unit capable of vertical take-off and landing according to claim 3, characterized in that: One end of the wing of the first wing grid (11) away from the second wing grid (13) is connected via a connecting rod (14), and the wing of the first wing grid (11) is hinged to the connecting rod (14).

5. The ducted supercharger power unit capable of vertical take-off and landing according to claim 3, characterized in that: The air intake unit (1) further comprises a second connecting tube (15), and the first connecting tube (12) is connected to the air intake end of the ducted supercharger unit (2) through the second connecting tube (15).

6. The ducted supercharger power plant capable of vertical take-off and landing according to claim 5, characterized in that: The cross section of the first connecting tube (12) is rectangular, one end of the second connecting tube (15) is rectangular and the other end is circular; the rectangular end of the second connecting tube (15) is fixedly connected to the first connecting tube (12), and the cross section of the second connecting tube (15) gradually decreases in a direction away from the first connecting tube (12).

7. The ducted supercharger power plant capable of vertical take-off and landing according to claim 6, characterized in that: The ducted supercharger unit (2) comprises a connecting casing (22), a supercharger rotor blade (21), an air intake cone (23), a supercharger stator blade (24), a motor and a supporting casing (25); one end of the connecting casing (22) is fixedly connected to the circular end of the second connecting tube (15), the supercharger rotor blade (21) is fixedly mounted on the air intake cone (23), the air intake cone (23) is rotatably mounted in the connecting casing (22), and the supercharger stator blade (24) is fixedly mounted in the connecting casing (22); one end of the supporting casing (25) is fixedly connected to one end of the connecting casing (22), and the other end of the supporting casing (25) is connected to the air intake end of the exhaust nozzle unit (3); the motor is fixedly mounted in the supporting casing (25), and the output shaft of the motor is transmission-connected to the air intake cone (23).

8. The ducted supercharger power plant capable of vertical take-off and landing according to claim 1, characterized in that: The air outlet nozzle unit (3) comprises a first air outlet pipe (4), a second air outlet pipe (5) and a partition (6); the first air outlet pipe (4) and the second air outlet pipe (5) share an air inlet end; the air outlet end of the first air outlet pipe (4) is arranged horizontally, and the air outlet end of the second air outlet pipe (5) faces the ground; the partition (6) is arranged at the connection between the first air outlet pipe (4) and the second air outlet pipe (5); the partition (6) is used to block the first air outlet pipe (4) or the first air outlet pipe (5); outlet pipe (4); in the take-off and landing working condition, the partition (6) blocks the first outlet pipe (4), and the gas discharged from the ducted supercharger unit (2) enters the second outlet pipe (5) and is discharged from the outlet end of the second outlet pipe (5); in the level flight and cruising working condition, the partition (6) blocks the second outlet pipe (5), and the gas discharged from the ducted supercharger unit (2) enters the first outlet pipe (4) and is discharged from the outlet end of the first outlet pipe (4).

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