Aircraft additional air injection structure with adjustable lift ratio and adjusting method

Abstract

The invention discloses an aircraft additional air injection structure capable of adjusting the lift ratio and an adjusting method, and belongs to the field of aerospace, the aircraft additional air injection structure comprises an air injection unit, when an aircraft is a complete machine body integrating the wing function, the air injection unit is arranged at the top or the bottom of the complete machine body, and when the aircraft is provided with independent wings, the air injection unit is arranged at the top or the bottom of the complete machine body. The air injection units are arranged at the tops or the bottoms of a fuselage and wings of the aircraft, the installation positions of the air injection units are designed according to the aerodynamic basis of the fuselage and the wings of the whole aircraft, and the air injection units do not interfere with an air injection channel of an original engine. According to the aircraft additional air injection structure with the adjustable lift ratio and the adjusting method, high-speed airflow is injected through the angle-adjustable air injection units installed on the top or the bottom of the whole fuselage or the wings, and the angle and the strength of the injected high-speed airflow are used for assisting and controlling the aircraft to increase the forward flight bearing capacity; the aircraft can also fly upside down, roll horizontally, roll in a barrel, rush upwards, dive and other maneuvers at the bottom of the aircraft.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aerospace technology, and in particular to an aircraft additional jet structure with adjustable lift ratio and a method for adjusting the same. BACKGROUND

[0002] In the field of aerospace, lift adjustment is one of the core technologies that determine the flight performance, load capacity and multi-scene adaptability of an aircraft. At present, the lift adjustment of an aircraft mainly falls into two categories: one is an independent wing aircraft, which adjusts the lift size by changing the wing area (such as a retractable wing or a folding wing design); the other is a whole fuselage aircraft with integrated fuselage and wing, which adjusts the lift ratio by changing the fuselage profile, thereby realizing lift regulation.

[0003] However, the existing lift adjustment technology has limitations: on the one hand, the lift adjustment range is narrow. Whether the wing area is adjusted or the fuselage profile is changed, it is limited by the physical boundaries of the structural design, making it difficult to achieve a wide range of flexible lift adaptation. As a result, independent wing aircrafts often need to be designed with wide wings, and whole fuselage aircrafts need to maintain a large fuselage area to meet the basic load and flight stability requirements, which not only increases the structural weight and air resistance of the aircraft, but also limits the flight speed and maneuvering flexibility. On the other hand, the multi-scene adaptability is poor. Traditional adjustment methods can only adapt to regular flat flying states. In special flying scenarios (such as inverted flight, roll, barrel roll, high-speed upward or downward flight, etc.), the airflow state on the wing or fuselage surface is easily disturbed, the lift fluctuates sharply, and it is difficult to maintain a stable flight attitude, and even there is a risk of stalling.

[0004] Therefore, how to provide an aircraft additional jet structure with adjustable lift ratio and a method for adjusting the same to increase the lift adjustment range of the whole fuselage and wing has become a technical problem that needs to be solved by those skilled in the art. SUMMARY

[0005] The present application aims to solve the problem of narrow lift adjustment range and poor multi-scene adaptability of the existing lift adjustment method of an aircraft, and proposes an aircraft additional jet structure with adjustable lift ratio and a method for adjusting the same.

[0006] In order to achieve the above-mentioned purpose, the present application adopts the following technology: an aircraft additional jet structure with adjustable lift ratio and a method for adjusting the same, comprising a jet unit. When the aircraft is a whole fuselage with integrated wing function, the jet unit is arranged at the top or bottom of the whole fuselage. When the aircraft has an independent wing, the jet unit is arranged at the top or bottom of the fuselage and wing of the aircraft, and the installation position is determined according to the aerodynamic basic design of the whole fuselage and wing of the aircraft. The jet unit comprises a main air pipe and an adjustable angle jet port mechanism in communication with the main air pipe, and a high-speed airflow is sprayed through the jet port mechanism to achieve flexible adjustment of the lift ratio of the aircraft, wherein the cross-sectional area of the main air pipe is larger than the cross-sectional area of the jet port mechanism.

[0007] As a further description of the above technical solution: the jet port mechanism comprises a short combined jet port formed by a plurality of additional jet ports, and the short combined jet port can locally adjust the lift ratio of the whole machine body or the wing.

[0008] As a further description of the above technical solution: the jet port mechanism comprises a long combined jet port arranged along the long axis direction of the wing, and the long combined jet port is formed by a plurality of additional jet ports, wherein the length of the long combined jet port is larger than the length of the short combined jet port, and the long combined jet port can adjust the lift ratio of the whole wing surface.

[0009] As a further description of the above technical solution: the jet port mechanism comprises a short combined jet port and a long combined jet port.

[0010] As a further description of the above technical solution: the shape of the additional jet port includes but is not limited to a triangle, a square and a rectangle.

[0011] As a further description of the above technical solution: the high-speed airflow sprayed by the jet port mechanism is derived from an independent gas source on the aircraft or from the gas generated by the aircraft engine introduced through the main air pipe.

[0012] As a further description of the above technical solution: the additional jet structure further comprises an intelligent control module electrically connected with the jet port mechanism, for regulating the jet intensity, angle and jet duration of the jet port mechanism.

[0013] An adjustment method of the additional jet structure of the aircraft with adjustable lift ratio based on any one of the above, comprising the following steps: S1, state self-checking: confirming the working state of the main air pipe, the jet port mechanism and the gas source to ensure that they can work safely and reliably; S2, data acquisition: collecting real-time state parameters of the aircraft through sensors on the aircraft, including the type of the aircraft, the load and the flight attitude, and determining the lift adjustment requirement; S3, position determination: matching the installation position of the jet unit and the working mode of the jet port mechanism according to the aerodynamic basic design of the whole machine body and the wing of the aircraft; S4, lift ratio adjustment: the intelligent control module regulates the jet intensity, angle and jet duration of the jet port mechanism, so that the high-speed airflow acts on the surface of the whole machine body or the wing, changes the airflow speed and air pressure distribution on the surface, and realizes the adjustment of the lift ratio. S5. Status Monitoring and Feedback: Real-time monitoring of flight status and lift feedback, dynamically correcting jet parameters until the preset lift requirements are met.

[0014] As a further description of the above technical solution: the working modes in step 3 include short combined jet nozzle working alone, long combined jet nozzle working alone, or short combined jet nozzle and long combined jet nozzle working together.

[0015] As a further description of the above technical solution: In step S4, when the aircraft takes off, due to the low initial speed, the intelligent control module regulates the jet nozzle mechanism (12) to increase the jet volume, so that the aircraft can obtain greater lift.

[0016] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: The additional jet structure of this application can intelligently control the angle and intensity of the high-speed airflow ejected by the jet nozzle mechanism installed on the top of the fuselage or fuselage and wing according to actual needs, so as to further increase the airflow speed over the surface of the fuselage or fuselage and wing, reduce the air pressure on the top of the fuselage or fuselage and wing, and achieve the purpose of adding an adjustable additional lift ratio on the basis of the original fixed lift ratio of the fuselage or fuselage and wing, and ultimately achieving the purpose of adding an adjustable aircraft load capacity on the basis of the original lift of the fuselage or fuselage and wing. Meanwhile, the high-speed airflow ejected from the adjustable-angle jet nozzles of the aircraft provides a boost to its forward flight. Attached Figure Description

[0017] Figure 1 A schematic diagram is shown showing that the jet unit is located at the top and bottom of the fuselage in this invention; Figure 2 A schematic diagram showing the jet unit being mounted on the top of the fuselage in this invention is provided. Figure 3 A schematic diagram of the structure of the jet unit of the present invention when it is installed at the top is shown; Figure 4 A schematic diagram of the structure of the jet unit of the present invention when it is installed at the bottom is shown; Figure 5 A schematic diagram of the short combined jet nozzle of the present invention is shown; Figure 6 A schematic diagram of the structure of the long combined jet nozzle of the present invention is shown; Figure 7 A schematic diagram showing the jet unit being mounted on the top of the fuselage and wing in this invention is provided. Figure 8 A schematic diagram showing the jet unit located at the bottom of the fuselage and wing in this invention is shown; Figure 9This is a top view showing the distribution of the jet nozzle mechanism when the fuselage of the machine is triangular in this invention; Figure 10 This is a bottom view showing the distribution of the jet nozzle mechanism when the overall fuselage of the machine is triangular. Figure 11 This is a top view showing the distribution of the jet nozzle mechanism when the overall fuselage of the machine is circular. Figure 12 The diagram shows a bottom view illustrating the distribution of the jet nozzle mechanism when the overall fuselage of the machine is circular.

[0018] Legend: 10. Jet unit; 11. Main duct; 12. Jet nozzle mechanism; 121. Short combined jet nozzle; 122. Long combined jet nozzle; 123. Additional jet nozzle. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Example 1 Reference Figures 1-4 , Figures 7-10 This embodiment provides an adjustable lift ratio aircraft auxiliary jet structure and adjustment method, including a jet unit 10, which is installed on the aircraft. The jet unit 10 includes a main air duct 11 and an adjustable-angle jet nozzle mechanism 12 connected to the main air duct 11. The high-speed airflow ejected by the jet nozzle mechanism 12 enables flexible adjustment of the aircraft's lift ratio. The cross-sectional area of ​​the main air duct 11 is larger than that of the jet nozzle mechanism 12. The auxiliary jet structure also includes an intelligent control module, which is electrically connected to the jet nozzle mechanism 12 and is used to control the jet intensity, angle, and jet duration of the jet nozzle mechanism 12.

[0021] When the aircraft uses the jet unit 10 to adjust the lift ratio, the airflow is ejected from the main air duct 11 to the jet nozzle mechanism 12, forming a high-speed airflow. Since the cross-sectional area of ​​the main air duct 11 is larger than that of the jet nozzle mechanism 12, the airflow will naturally accelerate due to the channel contraction when it flows through the main air duct 11 and enters the jet nozzle mechanism 12, forming a high-speed airflow that meets the lift adjustment requirements. According to Bernoulli's principle, the increase in airflow velocity will reduce the air pressure on the corresponding surface, thereby increasing or adjusting the pressure difference between the upper and lower surfaces of the aircraft as needed. Thus, without changing the original maneuverability of the aircraft, the lift ratio can be flexibly adjusted to meet the lift requirements in different flight scenarios. The intelligent control module establishes an electrical connection with the jet nozzle mechanism 12. Based on the flight status of the aircraft (such as normal flight, inverted flight, roll, load changes, etc.), it outputs control signals in real time. The driving power for the angle adjustment of the jet nozzle mechanism 12 is provided by conventional actuators (such as servo motors and reduction gearboxes). By adjusting the deflection angle of the jet nozzle mechanism 12, the high-speed airflow can be accurately sprayed onto the top or bottom surface of the aircraft fuselage and wings or the entire fuselage. By controlling the airflow output power, the jet speed of the high-speed airflow is adjusted to adapt to the lift increment requirements in different scenarios. Based on the duration of the flight attitude adjustment, the timing and duration of the jet start and stop of the jet nozzle mechanism 12 are controlled to avoid unnecessary energy consumption. The high-speed airflow ejected by the jet nozzle mechanism 12 originates from an independent air source on the aircraft, or from gas generated by the aircraft engine introduced through the main air duct 11. An independent air source can provide a continuous and stable airflow output, unaffected by the operating conditions of the aircraft engine, and is suitable for scenarios with high requirements for lift adjustment precision (such as complex maneuvers and sudden load changes), ensuring a stable supply of additional lift. Using gas generated by the aircraft engine as the airflow source enables secondary energy utilization, eliminating the need for additional energy consumption for the auxiliary jet system, reducing the overall energy consumption of the aircraft, and improving endurance.

[0022] It should be noted that the additional jet structure can be installed on an integral fuselage without independent wings but with wing functions, as well as on a fuselage and wings with independent wings. When the aircraft is an integral fuselage with integrated wing functions, the jet unit 10 is located on the top or bottom of the integral fuselage. When the aircraft has independent wings, the jet unit 10 is located on the top or bottom of the fuselage and wings. Its installation position is based on the aerodynamic design of the integral fuselage or the fuselage and wings. The shape of the integral fuselage can be spindle-shaped, triangular, circular, etc.

[0023] Specifically, refer to Figure 5 , Figure 10 and Figure 12 The jet nozzle mechanism 12 includes short combined jet nozzles 121. The jet unit 10 can be composed of multiple short combined jet nozzles 121. Each short combined jet nozzle 121 is formed by combining several additional jet nozzles 123. The short combined jet nozzles 121 can locally adjust the lift ratio of the entire fuselage or the fuselage and wing. The shapes of the additional jet nozzles 123 include, but are not limited to, triangles, squares, and rectangles. The short combined jet nozzles 121 are composed of several additional jet nozzles 123, and can be arranged in specific areas according to the local aerodynamic requirements of the entire aircraft fuselage or the fuselage and wing. Each additional jet nozzle 123 can be independently controlled by an intelligent control system to adjust the jet angle, intensity, and start / stop, thereby achieving directional intervention of airflow in a local area.

[0024] Example 2 Unlike Embodiment 1, referring to Figure 6 The jet nozzle mechanism 12 includes a long combined jet nozzle 122 arranged along the long axis of the wing. The jet unit 10 of the additional jet structure is composed of several long combined jet nozzles 122, which are formed by combining several additional jet nozzles 123. The length of the long combined jet nozzle 122 is greater than the length of the short combined jet nozzle 121. The long combined jet nozzle 122 can adjust the lift ratio of the entire wing surface. The long combined jet nozzle 122 is arranged along the long axis of the wing and is significantly longer than the short combined jet nozzle 121. Its coverage can extend to the main body area of ​​the wing. Its core function is to adjust the lift ratio of the entire wing surface. By uniformly spraying high-speed airflow across the entire wing surface, it simultaneously increases the airflow velocity on the entire wing surface, increases the vertical pressure difference across the entire wing surface, and achieves an overall increase or decrease in lift, adapting to the overall needs of changes in aircraft load and adjustments in flight altitude.

[0025] Example 3 Unlike Embodiments 1 and 2, the jet nozzle mechanism 12 includes a short combined jet nozzle 121 and a long combined jet nozzle 122. The long combined jet nozzle 122 is arranged along the long axis of the wing and can cover the fuselage and the entire wing or the entire fuselage surface. The short combined jet nozzle 121 is used to regulate the fuselage and the wing or local areas of the fuselage. It can correct problems such as local airflow turbulence and uneven lift distribution under complex flight conditions. The two work together to not only meet the overall optimization of the core lift parameters of the aircraft, but also solve the lift deviation of local details, and achieve lift regulation without dead angles from the entire wing surface to local areas.

[0026] A method for adjusting the jet structure of an aircraft with adjustable lift ratio includes the following steps: S1. Status self-check: Confirm the working status of the main air duct 11, the air jet mechanism 12 and the air source to ensure that they can work safely. S2. Data Acquisition: Collect the aircraft's real-time state parameters through sensors on the aircraft, including aircraft type, load and flight attitude, to determine lift adjustment requirements; S3. Position determination: Based on the aerodynamic design of the aircraft fuselage or fuselage and wings, match the installation position of the jet unit 10 and the working mode of the jet nozzle mechanism 12. S4, Lift Ratio Adjustment: The intelligent control module regulates the jet intensity, angle and jet duration of the jet nozzle mechanism 12, so that the high-speed airflow acts on the entire fuselage or the surface of the fuselage and wing, changing the surface airflow speed and air pressure distribution, thereby achieving lift ratio adjustment; S5. Status Monitoring and Feedback: Real-time monitoring of flight status and lift feedback, dynamically correcting jet parameters until the preset lift requirements are met.

[0027] It should be noted that the working modes in step 3 include the short combined jet nozzle 121 working alone, the long combined jet nozzle 122 working alone, or the short combined jet nozzle 121 and the long combined jet nozzle 122 working together. In step S4, when the aircraft takes off, due to the low initial speed, the intelligent control module adjusts the jet nozzle mechanism (12) to increase the jet volume, so that the aircraft can obtain greater lift.

[0028] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. An adjustable lift ratio aircraft auxiliary jet structure, characterized in that, Including a jet unit (10), when the aircraft is a fuselage with integrated wing function, the jet unit (10) is located at the top or bottom of the fuselage. When the aircraft has independent wings, the jet unit (10) is located at the top or bottom of the fuselage and wings of the aircraft. Its installation position is based on the aerodynamic design of the fuselage and wings of the aircraft. The jet unit (10) includes a main air duct (11) and an adjustable-angle jet nozzle mechanism (12) connected to the main air duct (11). The high-speed airflow ejected by the jet nozzle mechanism (12) enables flexible adjustment of the lift ratio of the aircraft. The cross-sectional area of ​​the main air duct (11) is larger than that of the jet nozzle mechanism (12).

2. The adjustable lift ratio aircraft auxiliary jet structure according to claim 1, characterized in that, The jet nozzle mechanism (12) includes a short combined jet nozzle (121), which is formed by combining several additional jet nozzles (123). The short combined jet nozzle (121) can locally adjust the lift ratio of the entire fuselage or wing.

3. The adjustable lift ratio aircraft auxiliary jet structure according to claim 2, characterized in that, The jet nozzle mechanism (12) includes a long combined jet nozzle (122) arranged along the long axis of the wing. The long combined jet nozzle (122) is formed by combining several additional jet nozzles (123). The length of the long combined jet nozzle (122) is greater than the length of the short combined jet nozzle (121). The long combined jet nozzle (122) can adjust the lift ratio of the entire wing surface.

4. The adjustable lift ratio aircraft auxiliary jet structure according to claim 3, characterized in that, The jet nozzle mechanism (12) includes a short combined jet nozzle (121) and a long combined jet nozzle (122).

5. The adjustable lift ratio aircraft auxiliary jet structure according to claim 4, characterized in that, The shape of the additional jet nozzle (123) includes, but is not limited to, triangle, square, and rectangle.

6. The adjustable lift ratio aircraft auxiliary jet structure according to claim 1, characterized in that, The high-speed airflow ejected by the jet nozzle mechanism (12) originates from an independent air source on the aircraft, or from gas generated by the aircraft engine introduced through the main air duct (11).

7. The adjustable lift ratio aircraft auxiliary jet structure according to claim 1, characterized in that, The additional jet structure also includes an intelligent control module, which is electrically connected to the jet nozzle mechanism (12) and is used to regulate the jet intensity, angle and jet duration of the jet nozzle mechanism (12).

8. A method for adjusting an aircraft auxiliary jet structure with an adjustable lift ratio based on any one of claims 1-7, characterized in that, Includes the following steps: S1. Status self-check: Confirm the working status of the main air duct (11), the air jet mechanism (12) and the air source to ensure that they can work safely. S2. Data Acquisition: Collect the aircraft's real-time state parameters through sensors on the aircraft, including aircraft type, load and flight attitude, to determine lift adjustment requirements; S3. Position determination: Based on the aerodynamic design of the aircraft fuselage or fuselage and wings, match the installation position of the jet unit (10) and the working mode of the jet nozzle mechanism (12); S4, Lift Ratio Adjustment: The intelligent control module regulates the jet intensity, angle and jet duration of the jet nozzle mechanism (12) so that the high-speed airflow acts on the entire fuselage or the surface of the fuselage and wing, changes the surface airflow speed and air pressure distribution, and realizes lift ratio adjustment; S5. Status Monitoring and Feedback: Real-time monitoring of flight status and lift feedback, dynamically correcting jet parameters until the preset lift requirements are met.

9. The method for adjusting an adjustable lift ratio aircraft auxiliary jet structure according to claim 8, characterized in that, The working modes in step 3 include the short combined jet nozzle (121) working alone, the long combined jet nozzle (122) working alone, or the short combined jet nozzle (121) and the long combined jet nozzle (122) working together.

10. The method for adjusting an adjustable lift ratio aircraft auxiliary jet structure according to claim 8, characterized in that, In step S4, when the aircraft takes off, due to the low initial speed, the intelligent control module adjusts the jet nozzle mechanism (12) to increase the jet volume, so that the aircraft can obtain greater lift.

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