Jet wing, vertical power aircraft and horizontal power aircraft

Abstract

The utility model provides a jet-propelled wing, vertical power plane and horizontal power plane relates to aircraft technical field, the utility model provides a jet-propelled wing, vertical power plane and horizontal power plane, the jet-propelled wing includes wing main part, the front end of wing main part is equipped with the fairing, the fairing cross section is arc-shaped, and the fairing extends along the wing spanwise direction, a flow guide channel for air flow to pass through is formed between the flow guide cover and the wing main body; the front end of the wing main body is provided with a ducted nozzle which is arranged towards the flow guide cover, a preset included angle is formed between the direction of air flow blown out of the ducted nozzle and the chord line of the wing, and the air flow blown out of the ducted nozzle is guided into upper air flow and lower air flow by the flow guide cover. The aircraft can take off vertically or in a short distance, take-off speed is high, take-off energy consumption is low, and take-off efficiency is high.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to a jet wing, a vertical powered aircraft and a horizontal powered aircraft. Background Art

[0002] Traditional fixed-wing glider aircraft need to accelerate to a certain speed while sliding on the ground when taking off, so that the relative movement speed of the wing and the air reaches a certain value. At this time, a pressure difference is generated between the upper and lower surfaces of the wing, which generates sufficient lift on the wing to achieve the aircraft's takeoff. Gliders usually require a longer runway to help the aircraft glide; helicopters and some vertical take-off and landing aircraft can generate downward thrust, allowing the aircraft to take off from the spot. The take-off process does not require a long runway to help. However, the above take-off method consumes a lot of energy, and the aircraft's range and load are limited.

[0003] Some fixed-wing aircraft install a blowing mechanism at the rear end flap of the wing to increase the air flow velocity on the upper surface of the flap, increase the flap boundary layer energy, and delay the airflow separation on the flap. This can increase the lift of the wing when the aircraft is flying and reduce the aircraft's take-off and landing distance. However, installing a blowing mechanism at the rear end flap has limited effect on the wing, does not increase the lift generated on the aircraft's wing much, and has little effect on shortening the aircraft's take-off and landing distance, making it difficult to achieve vertical take-off and landing of the aircraft or extremely short-distance take-off and landing. Utility Model Content

[0004] In view of the above problems, the present invention provides a jet wing, a vertical powered aircraft and a horizontal powered aircraft, which can realize short-distance or vertical takeoff of the aircraft with fast takeoff speed and high takeoff efficiency.

[0005] The purpose of the present invention is to solve the shortcomings of the prior art and to propose a wing-jet vertical or short-distance take-off and landing aircraft, which can generate sufficient lift by jetting the wings during take-off and landing or during the entire flight process to achieve vertical take-off and landing or short-distance take-off and landing of the aircraft.

[0006] In order to solve the above problems, the technical solution adopted by the present utility model is:

[0007] A jet wing comprises a wing body, wherein a shroud is mounted at the front end of the wing body, wherein the shroud has an arc-shaped cross-section and extends along the span direction of the wing body, and an air flow channel is formed between the shroud and the wing body for airflow to pass through; a ducted nozzle is formed at the front end of the wing body and is arranged in the direction of the shroud, wherein the direction of airflow blown out of the ducted nozzle forms a predetermined angle θ with the chord line of the wing body, and the airflow blown out of the ducted nozzle is guided by the shroud into an upflow and a downflow, and since the Kuta-Zhukovsky condition is satisfied, the flow rate of the upflow is greater than the flow rate of the downflow.

[0008] Through the above scheme, the airflow blown out of the ducted nozzle can be guided by the deflector, generating a circulation around the wing that meets the Kuta-Zhukovsky condition and a lift force on the wing. Because the velocity of the jet airflow on the wing reaches the relative motion speed of the air and the wing when the aircraft is flying at high speed in the air, a lift effect equivalent to that of the aircraft flying at high speed in the air can be generated during takeoff and landing. The airflow velocity at the upper end of the wing body increases and the pressure decreases. At the same time, the airflow velocity at the lower end of the wing is lower than that at the upper end, and the airflow pressure at the lower end is greater than that at the upper end. The upper and lower pressure differences act on the wing, thereby generating a lift force on the wing, thereby achieving a short-distance or vertical takeoff of the aircraft, a fast takeoff speed, low takeoff energy consumption, and high takeoff efficiency.

[0009] It should be noted here that the span direction of the wing body is the direction of its main length; the chord line of the wing body is the straight line connecting the leading edge and the trailing edge of the wing.

[0010] Preferably, the ducted nozzle extends along the span direction of the wing body.

[0011] Preferably, the air guide cover includes an air guide portion 1 and an air guide portion 2, and both the air guide portion 1 and the air guide portion 2 extend toward the tail of the wing body.

[0012] Preferably, a flap is installed at the lower end of the tail of the wing body, and the flap can move along an arc path. The flap has an expanded state and a retracted state.

[0013] Preferably, a telescopic device is installed in the airflow duct, and the telescopic device is used to control the movement of the air deflector along a predetermined path, thereby controlling the air deflector to fit in or stagger with the surface of the wing body.

[0014] A vertical powered aircraft comprises an aircraft fuselage and two pairs of the above-mentioned jet wings, wherein the two pairs of jet wings are symmetrically mounted on both sides of the aircraft fuselage. A vertical power source is also mounted on the upper end of the aircraft fuselage, wherein the vertical power source is in a connected state with a corresponding airflow duct and is in a vertical state.

[0015] The vertical power source mentioned above can be selected from existing power sources such as electric ducted fans or fuel-powered ducted fans.

[0016] A horizontally powered aircraft comprises an aircraft fuselage and a pair of jet wings as described above, wherein the jet wings are symmetrically mounted on either side of the aircraft fuselage. A horizontal power source is also provided on the surface of the aircraft fuselage. The horizontal power source is connected to the airflow duct of the jet wings via an airflow connecting pipe, wherein the airflow connecting pipe connects the engine compressor and the airflow duct. The horizontal power source is arranged horizontally.

[0017] The beneficial effects of the utility model are:

[0018] Compared with the existing technology, the above solution can guide the airflow blown out of the ducted nozzle through the deflector, generating a wing-around circulation that meets the Kuta-Zhukovsky condition on the wing, generating lift on the wing. Since the velocity of the jet air on the wing reaches the speed of the aircraft when it is flying at high speed in the air, it can generate a lift effect equivalent to that of the aircraft when flying at high speed in the air during takeoff and landing, thereby realizing short-distance or vertical takeoff of the aircraft, fast takeoff speed, low takeoff energy consumption and good efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the utility model in the fitted state of the air deflector.

[0020] Figure 2 This is a schematic diagram of the staggered state of the air deflector of the utility model.

[0021] Figure 3 Schematic diagram of the airflow over the wing to meet the Kuta-Zhukovsky condition.

[0022] Figure 4 Schematic diagram of the formation of airflow over the wing under Kuta-Zhukovsky conditions.

[0023] Figure 5 The utility model is a schematic diagram of the airflow of a vertical powered jet wing in a cruising flight state.

[0024] Figure 6 The utility model is a schematic diagram of the airflow of a vertical powered jet wing in the take-off and landing state.

[0025] Figure 7 The utility model is a schematic diagram of a vertical powered aircraft.

[0026] Figure 8 This is a schematic diagram of Example 1 of a horizontal powered aircraft of the present utility model.

[0027] Figure 9 This is a schematic diagram of Example 2 of a horizontally powered aircraft of the present utility model.

[0028] Figure 10 The utility model is a schematic diagram of the airflow over the wing of a horizontal powered aircraft in the take-off and landing state.

[0029] In the figure: 100, wing body; 110, airflow duct; 111, duct nozzle; 120, telescopic device; 200, fairing; 210, air guide part 1; 220, air guide part 2; 300, flap; 400, aircraft fuselage; 500, vertical power source; 600, horizontal power source; 700, airflow connecting pipe; 800, tail nozzle. DETAILED DESCRIPTION

[0030] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0031] Please refer to the attached Figure 1 -Attached Figure 6 A jet wing includes a wing body, an airflow duct is provided at the front end of the wing body, and the airflow duct is provided with a ducted nozzle. The ducted nozzle is located at the front lower edge of the wing body and extends along the wing span. The traditional aircraft wing leading edge slats are eliminated, and the slat position is replaced by the shroud of the present invention. When the shroud is extended forward, the ducted nozzle sprays high-speed airflow toward the shroud. After rebounding from the shroud, the airflow is divided into two parts, upper and lower, and sprayed upward and downward along the upper and lower surfaces of the wing, thereby generating a pressure difference between the upper and lower surfaces of the wing, generating lift force to lift the aircraft upward. When the aircraft is stationary on the ground, the shroud is retracted backward and becomes one with the wing. The ducted nozzle is covered by the shroud and stops spraying airflow.

[0032] For details, please refer to the attached Figure 5 When the fairing extends forward, the airflow ejected from the ducted nozzle is rebounded by the fairing and divided into two parts and sprayed toward the upper and lower surfaces of the wing respectively. It can be understood as spraying toward the wing in the opposite direction of the central axis of the jet airflow, that is, the "mirror airflow" of the airflow ejected from the nozzle is sprayed toward the wing. As the nozzle position changes, the angle of attack θ of the mirror airflow also changes.

[0033] When the nozzle ejects high-speed airflow from the air duct inside the wing, the airflow and the wing surface achieve high-speed relative motion, achieving an aerodynamic effect equivalent to that of an aircraft flying at high speed. That is, the lift generated on the wing when the aircraft takes off can reach more than four or five times that of an ordinary aircraft and more than ten times that of a helicopter. By changing the position of the nozzle, which is equivalent to adjusting the angle of attack θ of the mirror airflow, it is convenient to generate maximum lift on the wing, thereby realizing the aircraft's vertical takeoff or extremely short-distance taxiing takeoff.

[0034] It should be noted here that the angle of attack refers to the angle between the forward direction of the wing (equivalent to the direction of the airflow) and the main chord of the wing. The angle of attack is also called the "angle of attack". During flight, the aerodynamic force acting on the wing is related to the angle of attack; within a certain range of angles of attack, increasing the angle of attack will increase both the lift coefficient and the drag coefficient.

[0035] For details, please refer to the attached Figure 3 Attachment Figure 4 ; Introduction to the Kuta-Zhukovsky aerodynamic theory of aircraft lift:

[0036] As attached Figure 3 In a real wing that can generate lift, the airflow always converges at the trailing edge, otherwise there will be a point at the trailing edge where the airflow velocity is infinite; this condition is called the Kutta condition, and only when this condition is met can the wing generate lift. Figure 4In an ideal gas or when a wing is just beginning to move, this condition isn't met, and a viscous boundary layer doesn't form. Typically, an airfoil (a wing cross section) is longer at the top than at the bottom. Initially, in the absence of circulation, the airflow velocities on the upper and lower surfaces are equal. This causes the lower airflow to reach the trailing edge before the upper airflow reaches it. The stagnation point is located somewhere above the airfoil, and the lower airflow must bypass the sharp trailing edge to join the upper airflow.

[0037] Due to fluid viscosity (also known as the Coanda effect), the airflow around the trailing edge forms a low-pressure vortex, resulting in a large adverse pressure gradient at the trailing edge. This vortex is then swept away by the incoming flow, and this vortex is called the starting vortex. According to Helmholtz's law of conservation of vortices, for an ideal incompressible fluid under the influence of a force, a vortex of equal strength and opposite direction to the starting vortex will also form around the airfoil. This is called an annular flow, or circulation around the airfoil.

[0038] The circulation flows from the leading edge of the lower surface of the airfoil to the leading edge of the upper surface, so the circulation plus the incoming flow causes the rear stagnation point to eventually move back to the trailing edge of the wing, thus satisfying the Kutta condition.

[0039] For details, please refer to the attached Figure 3 The mirror image of the ducted nozzle jet flow on the wing during takeoff and landing and flight satisfies the Kutta condition (see Appendix Figure 5 , Attachment Figure 6 The two pairs of curved dotted lines in the figure are mirror-image airflows), which generate a circulation volume Γ on the wing. The airflow takes the same amount of time to flow on the upper and lower surfaces of the wing (the time from the duct nozzle to the tail of the wing). The airflow path on the upper surface of the wing is longer and greater than the airflow path on the lower surface. The airflow velocity at the upper end of the wing is greater than the airflow velocity at the lower end of the wing, making the air pressure on the upper surface lower than that on the lower surface, thereby generating lift on the wing.

[0040] The circulation around the wing generated by satisfying the Kutta condition causes the airflow on the upper surface of the wing to accelerate backward. The airflow velocity on the upper surface is greater than the airflow velocity on the lower surface. The pressure difference can be derived from Bernoulli's theorem and the lift can be calculated. The lift generated by this circulation can also be calculated by the Kutta-Zhukovsky equation: L=ρVΓ

[0041] L represents lift, ρ represents airflow density, V represents airflow velocity, and Γ represents the amount of circulation around the wing.

[0042] At the same time, the generation and calculation of lift are also applicable to the formula for calculating lift using the lift coefficient.

[0043] Specific reference Figure 5The high-speed airflow ejected from the ducted nozzle below the tip of the wing's leading edge bounces off the shroud, splitting into two parts and ejecting them toward the rear of the wing's upper and lower surfaces. This can be understood as the central axis of the jet flow, with the line connecting the ducted nozzle and the "center of gravity" representing the jet flow. Airflow is ejected outward along this central axis, while the airflow in the opposite direction of the central axis represents the jet flow's "mirror flow." Changing the ducted nozzle's position is equivalent to changing the angle of attack θ of this "mirror flow," and consequently, the lift coefficient. Within the range below the critical angle of attack, a higher angle of attack results in a higher lift coefficient. The appropriate angle of attack θ, combined with adjusting the forward extension of the shroud, can generate the desired amount of lift on the wing.

[0044]

[0045] L represents lift, C L represents the lift coefficient, ρ represents the airflow density, V represents the airflow velocity, and S represents the wing area.

[0046] The position of the nozzle is different, and the length of the airflow path in the upper and lower parts is different, that is, the amount of circulation around the wing is different. According to the lift formula L=ρVΓ, the nozzle in the appropriate position can obtain a larger amount of circulation around the wing Γ, thereby obtaining the required lift.

[0047] The speed of a general fixed-wing aircraft when taking off is about one-quarter of the high-speed flight speed. The relative movement speed of the jet airflow inside the wing and the wing of the aircraft of the utility model during takeoff can reach the speed of the aircraft during high-speed flight. According to the lift formula: The lift generated on the wing is proportional to the square of the relative speed of the airflow and the wing. If the speed v increases to 2 to 3 times the original speed while other parameters remain unchanged, the lift can be increased to 4 to 9 times. That is, the aerodynamic efficiency of the lift on the wing during takeoff of the utility model can reach more than 4 to 5 times that of an ordinary aircraft and more than ten times that of a helicopter. Due to the huge lift generated by the air jet on the wing during takeoff, the aircraft can achieve vertical takeoff or extremely short-distance rolling takeoff.

[0048] In order to achieve the above purpose, the present invention adopts the following two technical implementation schemes:

[0049] Option 1: a ducted fan (vertical power) wing jet aircraft; Option 2: a turbofan engine (horizontal power) wing jet aircraft.

[0050] Solution 1: A ducted fan (vertical power) wing jet aircraft. Specific working principle: Please refer to the attached Figure 5 Attachment Figure 6Before the aircraft takes off, the shroud is extended forward, and the two ducted fans on the fuselage start to rotate at high speed, sucking in the air from above and blowing it into the air duct in the aircraft wing at high speed. In the air duct, a ducted nozzle extending along the span of the wing is provided below the leading edge of the wing. The original slats on the leading edge of the wing are cancelled and replaced by the current shroud. The shroud can be extended forward and retracted backward to become one with the wing. Before the aircraft takes off, the shroud is extended forward, and the ducted nozzle ejects a high-speed airflow toward the shroud, which is blocked by the shroud and rebounded and divided into two parts, the upper part of the airflow flows backward along the upper surface of the wing. Due to the Coanda effect (wall attachment effect), the airflow flows along the upper surface of the wing and completely covers the wing until the tail of the flap, and merges with the incoming flow from the lower surface of the wing.

[0051] The high-speed airflow ejected from the ducted nozzle is blocked and diverted by the deflector. The lower portion of the airflow flows backward along the lower surface of the wing, completely covering it. It then flows backward along the lower surface to the tail of the flap and merges with the airflow from the upper surface at the tail wingtip. This satisfies the Kuta-Zhukovsky condition and generates lift on the wing.

[0052] L=ρVΓ

[0053] Because the high-speed airflow ejected from the ducted nozzle is reflected by the fairing and then ejected toward the upper and lower surfaces of the wing, the speed of the jet airflow will reach a very high value, and the relative movement speed of the airflow and the wing can reach the speed of the aircraft when it is flying at high speed in the air, thereby achieving the maximum lift force on the wing when the aircraft is taking off.

[0054] From the previous analysis of the aerodynamic principles of jet wings, it can be seen that the lift generated on the wing at this time is more than four to five times that of ordinary fixed-wing aircraft, and more than ten times that of a helicopter. Combined with the upward thrust generated by the flaps extending backward and downward to guide the airflow over the wing vertically at nearly 90 degrees, the lift on the wing is greater than the aircraft's own weight, which can push the aircraft up and off the ground.

[0055] Please refer to the attached Figure 6 During takeoff, the flaps extend backward and downward, increasing the effective area of ​​the wing. At the same time, due to the Coanda effect (wall attachment effect), the flaps can direct the airflow on the wing downward at nearly 90 degrees, thereby generating a vertical upward thrust on the aircraft, further increasing the aircraft's lift.

[0056] Because the flaps guide the airflow on the wing downward at nearly 90 degrees vertically, the pressure on the outside of the flap is lower than the pressure on the inside of the flap. The airflow generates a backward thrust on the flap. This thrust balances the forward thrust on the aircraft caused by the backward airflow on the wing (due to the Coanda effect, the airflow on the upper and lower surfaces of the wing will flow along the wing and be guided downward at nearly 90 degrees vertically by the flaps. Therefore, the forward thrust of the airflow on the aircraft is limited and the thrust is very small), allowing the aircraft to achieve vertical or short-distance takeoff.

[0057] When an aircraft takes off and cruises in the air, the ducted fan draws in air from above, causing the air pressure above the fuselage to be lower than that below the fuselage, generating additional upward lift for the aircraft.

[0058] The aircraft implementing the technical solution in the present invention can achieve vertical takeoff or extremely short-distance rolling takeoff. After the aircraft is airborne and reaches a certain speed, the flaps are retracted, and the high-speed airflow from the ducted fan covers the wing and is ejected toward the rear of the wing. The reaction force of the airflow generates a forward thrust for the aircraft. This thrust is the power that propels the aircraft forward and keeps the aircraft in the air.

[0059] The aircraft in this technical implementation scheme does not have a tail. Instead, flight is controlled by the four wings and flaps, ailerons, and spoilers, enabling attitude control such as pitch, left, right, and turn, and deceleration. Simultaneously varying the jet flow rates of the front and rear wings changes the lift at the front and rear of the aircraft, enabling pitch control. Simultaneously varying the jet flow rates of the two left and right wings changes the lift on the left and right sides of the aircraft, enabling left and right turn control. Combined with the lift and drag control of the aircraft by the flaps, ailerons, and spoilers, the aircraft can be controlled for various flight conditions, including takeoff, landing, acceleration, and deceleration.

[0060] The process of an aircraft descending to the landing ground is the reverse process of the aircraft taking off.

[0061] The technical implementation plan in the present invention is to use the aircraft ducted fan to blow out high-speed airflow through the deflector to actively spray the entire wing to generate lift force, which is superimposed on the lift generated by the incoming air flow on the wing during flight. It is more efficient and is an unprecedented original design.

[0062] The technical implementation scheme in the present invention uses active jet injection to generate lift on the wings, which can achieve the lift efficiency of the aircraft when flying at high speed in the air under various conditions. Therefore, the overall efficiency is high and the energy consumption is low. Compared with fixed-wing aircraft, the advantage of low energy consumption during takeoff and landing is very large, and the efficiency is improved by more than four to five times.

[0063] Compared with helicopters and multi-rotor UAVs, the efficiency of take-off, landing and flight is more than ten times that of helicopters, that is, the overall flight energy consumption is one-tenth of that of helicopters; the utility model can realize vertical or short-distance take-off and landing in various simple sites, can realize hovering in the air and various low-speed flights, and is simple and convenient to operate and control. It can replace various applications of helicopters and has a huge military role.

[0064] The technical implementation scheme in the present invention aims to solve the shortcomings of the prior art and proposes a wing-jet vertical take-off and landing aircraft, which generates sufficient lift by jetting the wings during take-off, landing and the entire flight phase to achieve vertical take-off and landing or extremely short-distance take-off and landing of the aircraft.

[0065] Specifically, a ducted fan (vertical power) wing jet aircraft includes an aircraft fuselage and two pairs of aircraft wings. Ducted fans are respectively provided on the fuselage between the two pairs of wings, and airflow ducts are provided in the wings. The ducted fans are connected to the airflow ducts in the wings. When the aircraft takes off and lands or flies, the ducted fans start to rotate at high speed to inhale air from above the fuselage. The generated high-speed airflow enters the airflow duct in the wing and is ejected at high speed from the ducted nozzle in the airflow duct to the forward-extending fairing. The fairing divides the airflow into two parts, upper and lower, and ejects them respectively to the upper and lower surfaces of the wing, thereby generating a pressure difference between the upper and lower surfaces of the wing, thereby generating lift force on the wing, thereby achieving vertical take-off and landing or short-distance take-off and landing.

[0066] During the cruise flight phase, Figure 5 In the position shown, the flaps are retracted to direct the airflow generated by the jet rearward to propel the aircraft forward.

[0067] It should also be noted that by controlling the airflow rate on the wing surfaces on different sides, the aircraft can be controlled to turn left or right, or to lift up or descend.

[0068] For example, the jet flow of the two left wings is controlled to increase, and the lift on the left side is large. The jet flow of the two right wings is controlled to decrease, and the lift on the right side is small. At this time, the left wing has an upward trend, and the aircraft is controlled to deflect to the right.

[0069] By controlling the jet flow rate of the two front wings to increase, and the jet flow rate of the two rear wings to decrease, the lift of the two front wings is greater than that of the two rear wings, which makes the aircraft rise. The aircraft's attitude control can also be achieved through the aileron spoilers on the wings. Controlling the ailerons on the left and right wings up and down respectively can adjust the lift of the left and right wings, making the aircraft turn left or right. Simultaneously controlling the spoilers on the left and right wings can increase the aircraft's flight resistance and slow the aircraft down.

[0070] The wing jet aircraft of this technical implementation scheme in the utility model can be used not only for small unmanned aerial vehicles to achieve vertical or short-distance take-off and landing and flight control, but also for large aircraft to achieve vertical or short-distance take-off and landing and flight adjustment control.

[0071] Option 2, a turbofan engine (horizontally powered) wing jet aircraft, has two embodiments.

[0072] Example 1, as shown in the attached Figure 8 , is a multi-engine front-engine turbofan jet aircraft, Figure 10 This is a schematic diagram of the airflow over the wing during aircraft takeoff and landing.

[0073] As attached Figure 10 When the aircraft takes off, the turbofan engine starts, the flaps extend backward, and the engine compressor draws out high-pressure airflow, which is transported to the airflow duct in the aircraft wing through the airflow connecting pipe located in the middle of the engine boom on the aircraft wing. In the airflow duct, a ducted nozzle extending along the span of the wing is provided below the leading edge of the wing. The original slats on the leading edge of the wing are cancelled and now a guide cover is provided. The guide cover can be extended forward and retracted backward to become one with the wing. When the aircraft takes off, the guide cover extends forward, and the ducted nozzle ejects high-pressure airflow toward the guide cover. After being blocked and diverted by the guide cover, it is divided into two parts, upper and lower. The upper part of the airflow is ejected backward along the upper surface of the wing. Due to the Coanda effect (wall attachment effect), the airflow flows along the upper surface of the wing and completely covers the wing until the tail of the flap, and merges with the incoming flow from the lower surface of the wing.

[0074] The high-pressure airflow ejected from the ducted nozzle is blocked and diverted by the deflector, and the lower part of the airflow is ejected backward along the lower surface of the wing and completely covers the lower surface of the wing. It flows backward along the lower surface to the tail of the flap and merges with the flow from the upper surface at the tail wingtip; thereby satisfying the Kuta-Zhukovsky condition to generate lift on the wing.

[0075] L=ρVΓ

[0076] The jet airflow on the wing comes from the engine compressor. The power of the compressor to transport the airflow only accounts for a part of the overall power of the engine. From the previous jet wing aerodynamic principle, it can be seen that the thrust efficiency generated by this part of the airflow power is more than four or five times that of ordinary aircraft, and more than ten times that of helicopters. The thrust generated on the wing is close to balancing the aircraft's own weight, which means that the pressure generated by the fuselage on the ground is very small and close to zero. At this time, under the action of the horizontal thrust generated by the high-temperature and high-pressure airflow ejected from the tail of the engine, the aircraft taxis with great acceleration. Combined with the lift force generated by the relative motion speed of the wing on the ground when the aircraft takes off, the aircraft can achieve an extremely short distance taxiing takeoff.

[0077] During takeoff, the flaps are extended to increase the effective area of ​​the wing and further increase the lift. The aircraft of this embodiment can achieve an extremely short distance rolling takeoff. For different aircraft, the rolling distance can be as short as tens of meters or even shorter than 100 meters, almost close to vertical takeoff.

[0078] After the aircraft takes off, the amount of airflow delivered by the engine compressor to the wing airflow duct through the airflow connecting pipe is gradually reduced. At this time, the lift force generated on the wing by the jet airflow from the shroud gradually decreases. At the same time, the amount of jet airflow from the tail of the engine increases, the engine thrust increases, the horizontal acceleration of the aircraft increases, and the increase in the horizontal flight speed of the aircraft compensates for the decrease in the lift force of the jet airflow. The aircraft accelerates and climbs. When the aircraft gains enough speed, the shroud is retracted to stop spraying air to the wing, the flaps are retracted, and the flight power is completely generated by the jet airflow from the tail of the engine to push the aircraft. The aircraft enters normal cruise flight mode, and the lift of the aircraft is completely generated on the wing by the flight speed; the process of the aircraft descending to the landing ground is the reverse process of the aircraft taking off.

[0079] Example 2, as shown in the attached Figure 9 The difference from the above example is that a single engine is placed in the fuselage, and the high-pressure airflow drawn out by the engine compressor is transported to the airflow duct in the aircraft wing through the airflow connecting pipe located in the aircraft fuselage. The other working principles are the same as those of the above embodiment 1.

[0080] The two examples of this technical implementation plan in the present invention use active jets to the wings to generate lift, which achieves the lift efficiency of the aircraft when flying at high speed in the air under various conditions. Therefore, the overall efficiency is high and the energy consumption is low. Compared with ordinary fixed-wing aircraft, the energy consumption advantage during takeoff and landing is very large, and the efficiency is improved by more than four to five times, which can realize short-distance takeoff and landing of the aircraft.

[0081] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the scope of protection of the present invention.

Claims

1. A jet wing, comprising a wing body (100), a shroud (200) being mounted at the front end of the wing body (100), characterized in that: The cross section of the shroud (200) is arc-shaped and the shroud (200) extends along the span direction of the wing body (100), and a guide channel for airflow to pass through is formed between the shroud (200) and the wing body (100); the front end of the wing body (100) is provided with a ducted nozzle (111) arranged in the direction of the shroud (200), and a predetermined angle θ is formed between the direction of the airflow blown out by the ducted nozzle (111) and the chord line of the wing body (100), and the airflow blown out by the ducted nozzle (111) is guided by the shroud (200) into an upper airflow and a lower airflow, wherein the flow rate of the upper airflow is greater than the flow rate of the lower airflow.

2. The jet wing according to claim 1, characterized in that: The ducted nozzle (111) extends along the span direction of the wing body (100).

3. The jet wing according to claim 1, characterized in that: The deflector (200) comprises a deflector portion 1 (210) and a deflector portion 2 (220), and both the deflector portion 1 (210) and the deflector portion 2 (220) extend toward the tail of the wing body (100).

4. The jet wing according to claim 1, characterized in that: A flap (300) is installed at the lower end of the tail of the wing body (100); the flap (300) can move along an arc-shaped path; and the flap (300) has an expanded state and a retracted state.

5. The jet wing according to any one of claims 1 to 4, characterized in that: An airflow duct (110) is provided at the front end of the wing body (100), and a telescopic device (120) is installed in the airflow duct (110). The telescopic device (120) controls the movement of the shroud (200) along a predetermined path, thereby controlling the shroud (200) to fit or stagger with the surface of the wing body (100).

6. A vertical powered aircraft, characterized in that: The invention comprises an aircraft fuselage (400), and also comprises two pairs of jet wings according to any one of claims 1 to 4, wherein the two pairs of jet wings are symmetrically mounted on both sides of the aircraft fuselage (400), and a vertical power source (500) is further mounted on the upper end of the aircraft fuselage (400), wherein the vertical power source (500) is in a connected state with a corresponding airflow duct (110), and the vertical power source (500) is in a vertical state.

7. A horizontal powered aircraft, characterized in that: The invention comprises an aircraft fuselage (400) and a pair of jet wings according to claim 5, wherein the jet wings are symmetrically mounted on both sides of the aircraft fuselage (400), and a horizontal power source (600) is further provided on the surface of the aircraft fuselage (400), wherein the horizontal power source (600) is in communication with the airflow duct (110) of the jet wings via an airflow connecting pipe (700), and the horizontal power source (600) is arranged horizontally.

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