Long-range heavy-lift turbojet-powered manned vertical take-off and landing aircraft layout

Abstract

A long-range heavy-lift turbojet-powered manned vertical take-off and landing aircraft layout, comprising: a riding cockpit, telescopic variable-span wings, landing gears, turbojet thrust vectoring lift engine compartments, and a turbojet thrust engine. The riding cockpit, as a structural body, is located at the center of the aircraft; the bottom of the riding cockpit is connected to the telescopic variable-span wings; four turbojet thrust vectoring lift engine compartments are vertically arranged at the front, rear, left and right corners of the cockpit connected to the telescopic variable-span wings; the turbojet thrust engine and an air intake / exhaust duct thereof are horizontally embedded in the middle area between the wings in the front-back direction; and the landing gears are arranged on two sides of the turbojet thrust engine. The telescopic variable-span wings consider the take-off and landing stability and the cruise economy requirements by means of telescopic change; in addition, by additionally providing end plates at wing tips, the cruise flight induced resistance can be reduced, and the wing tips can be prevented from being scratched. The present invention considers heavy-lift / long-range flight capability, controllability and stability, and achieves pilot-aircraft attitude decoupling; and a pilot can control the aircraft attitude on the basis of body sensing, such that the operation requirement for the pilot is low.

Description

A layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on March 22, 2024, with application number 2024103361433 and invention name “A long-range, heavy-load turbojet-powered manned vertical take-off and landing aircraft layout”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present invention relates to a layout of a long-range, heavy-load turbojet-powered manned vertical take-off and landing aircraft, belonging to the field of aerodynamic design of light manned vertical take-off and landing aircraft. Background Art

[0003] Vertical take-off and landing light manned aircraft are ideal vehicles for future air transportation. This type of aircraft can meet the needs of take-off and landing in confined spaces and complex terrain environments, and can achieve commuting needs for fast arrival over medium and long distances. It is suitable for scenarios such as urban air commuting, flights across lakes and islands, and rapid landing of ships.

[0004] From the perspective of the degree of synchronization between human and machine attitudes, the existing vertical take-off and landing light manned aircraft layouts can be divided into human-machine attitude coupling and human-machine attitude decoupling. The human-machine attitude coupling type means that the relative attitude of the pilot and the aircraft platform remains unchanged during take-off, landing and level flight, and both change with the speed direction or thrust direction. Typical layouts include backpack type (such as New Zealand's "Martin Jet Pack") and tail seat type (such as the manned vertical take-off and landing aircraft layout disclosed in the Chinese patent number CN103287576A, application number 201310199341.1, and the name "A Tailless Single-Person Tail-Sitting Vertical Take-Off and Landing Aircraft"). In this type of layout, the pilot and the aircraft are in a vertical state during take-off and landing, while the aircraft and the pilot must be in a horizontal or high-angle attitude during level flight. The transition between vertical take-off and landing and level flight is more difficult, and the pilot's operation requirements are higher.

[0005] The human-machine attitude decoupling type means that the pilot's attitude does not change with the attitude of the aircraft platform during takeoff, landing and level flight. Typical layouts include tilt-power type (such as the tilt-wing manned vertical take-off and landing aircraft layout disclosed in the patent with application number 202211178488.8, entitled "A Fully Autonomous Single-Person Aircraft") and combined power type (such as the domestic CW-100 Dapeng vertical take-off and landing fixed-wing UAV). This type of layout changes the direction of the aircraft's thrust line during takeoff, landing and level flight by tilting the power system or distributing the power of the lift engine and thrust engine. The pilot can always maintain a vertical state to control the aircraft, which is more in line with traditional human-machine interaction logic and has lower operating requirements for the pilot.

[0006] In terms of powertrain type, existing vertical take-off and landing (VTOL) light manned aircraft can be categorized as propeller-powered, ducted-powered, and turbojet-powered. In terms of size, for the same thrust requirement, propeller- and ducted-powered systems are larger, resulting in larger aircraft layouts, while turbojet-powered aircraft layouts are smaller. In terms of control difficulty, propeller-powered aircraft rely on adjusting speed, collective pitch, and rotor pitch to achieve thrust magnitude and direction control, offering the highest control efficiency. Ducted-powered aircraft rely on speed and auxiliary aerodynamic deflectors for control, offering the second-best control efficiency. Turbojets have poor speed regulation and often utilize vectoring nozzles to deflect thrust, resulting in lower control efficiency. In terms of economy, propeller- and ducted-powered aircraft have higher aerodynamic efficiency, but they often rely on batteries, which have low energy storage density and a high weight penalty. Turbojets have lower aerodynamic efficiency, but can be powered by fuel, offering a higher fuel energy density. As range and flight time requirements increase, fuel-powered turbojets will become more economical than electric propeller / ducted-powered aircraft.

[0007] In terms of range and payload extension, existing lightweight manned vertical take-off and landing (VTOL) aircraft layouts can be categorized into fixed-wing lift-enhancing designs (such as the manned fixed-wing VTOL aircraft layout disclosed in Chinese Patent No. CN102785776A, Application No. 201210261225.3, entitled "A Fixed-Wing Single-Person Vertical Take-Off and Landing Aircraft") and low-drag speed-increasing designs (such as JPA's SPEEDER flying motorcycle). Fixed-wing lift-enhancing designs are widely used in the design of range-enhancing designs for rotary-wing aircraft. By adding fixed wings to the aircraft to generate aerodynamic lift during high-speed cruising, they reduce rotor power requirements and achieve fuel savings. This type of aircraft layout must address the adverse interference between the rotor and fixed wings during take-off and landing, as well as the negative impact of the fixed wings on take-off and landing stability in crosswind conditions. Low-drag speed-increasing designs minimize the complexity of the layout to achieve a low-drag design for high-speed cruising, and are commonly found in turbojet-powered aircraft. Combining the two types of layout schemes, in order to achieve the goal of increasing range and load, the core is to increase the lift-to-drag ratio of the aerodynamic layout, while taking into account take-off and landing stability and flight maneuverability.

[0008] Therefore, the existing layout of vertical take-off and landing light manned aircraft often neglects one aspect while focusing on another in terms of payload / range capability, take-off and landing stability, control difficulty, and driving experience. No vertical take-off and landing light manned aircraft layout that takes into account all the above capabilities and performance has been announced.

[0009] Summary of the Invention

[0010] The technical problem solved by the present invention is: to overcome the shortcomings of the existing technology, and to provide a long-range, heavy-load, turbojet-powered manned vertical take-off and landing aircraft layout, which takes into account heavy-load / long-range flight capability, controllability and stability. The pilot and the aircraft attitude are decoupled, and the pilot can use body sensation to control the aircraft attitude, which conforms to the traditional human-computer interaction logic and has low requirements for the driver's operation.

[0011] The technical solution of the present invention is:

[0012] A long-range, heavy-load turbojet-powered manned vertical take-off and landing aircraft layout includes: a riding cabin, a retractable variable-span wing, a landing gear, a turbojet vector lift engine nacelle, a turbojet thrust engine, and its intake and exhaust ducts;

[0013] The riding cabin is the main structure located in the center of the aircraft. The bottom of the riding cabin is connected to the retractable variable-span wing. Four turbojet vector lift engine compartments are arranged vertically at the front, rear, left and right corners where the riding cabin is connected to the retractable variable-span wing. The turbojet thrust engine and its intake and exhaust ducts are buried horizontally in the front and rear directions in the middle of the retractable variable-span wing; landing gears are provided on both sides of the turbojet thrust engine and its intake and exhaust ducts; the retractable variable-span wing takes into account the take-off and landing stability and cruise economy requirements through telescopic changes. In addition, adding end plates to the wing tips can reduce the induced drag of cruise flight and prevent wingtip scratches.

[0014] Furthermore, the upper surface of the riding cabin integrates control levers, display instruments, operating panels, seat cushions and backrests from front to back;

[0015] The control lever includes a left-hand control lever and a right-hand control lever. The left-hand control lever controls the speed of the turbojet vector lift engine, and the right-hand control lever controls the speed of the turbojet thrust engine. The control lever is integrated with a speed lock button.

[0016] Display instrument feedback information on altitude, speed, attitude, and navigation instructions;

[0017] The operation panel integrates power switch, turbojet vector lift engine start / stop switch, turbojet thrust engine start / stop switch, and retractable wing spread / retraction switch;

[0018] The seat cushion has an integrated lumbar two-point safety belt and a backrest is provided behind the seat cushion;

[0019] Foot holders are provided on the upper surfaces of the wings on both sides of the riding cabin.

[0020] Furthermore, the entire riding cabin adopts a motorcycle-like streamlined, low-drag design.

[0021] Furthermore, the interior of the riding cabin is integrated with an equipment compartment, a circuit system, a fuel tank, and a fuel supply system.

[0022] Furthermore, the inner section of the telescopic variable span wing adopts a trapezoidal wing, the telescopic wing adopts a rigid nested multi-stage straight wing, and the telescopic wing includes a rigid nested multi-stage straight wing middle section and a rigid nested multi-stage straight wing outer section;

[0023] The trapezoidal wing, the rigid nested multi-stage straight wing middle section and the rigid nested multi-stage straight wing outer section are connected in sequence, and the rigid nested multi-stage straight wing middle section and the rigid nested multi-stage straight wing outer section are controlled to move step by step by a multi-stage hydraulic rod;

[0024] The wing tip end plate is connected to the outer tip of the rigid nested multi-stage straight wing and expands and contracts accordingly. When the telescopic variable span wing is folded, the wing tip end plate fits into the inner trapezoidal wing, which is used to reduce induced drag and prevent wingtip scraping during cruise flight.

[0025] Furthermore, the cross-sections of the telescopic variable-span wings all adopt high-lift airfoils, and the wings have a preset installation angle.

[0026] Furthermore, a thrust turbojet thrust engine inlet is provided below the middle of the retractable variable-span wing, and a local outer shape is raised to accommodate the turbojet thrust engine, and the turbojet thrust engine nozzle extends to the rear of the retractable variable-span wing.

[0027] Furthermore, the turbojet vector lift engine compartment is connected to the main structural frame of the riding cabin, and the turbojet engine, vector nozzle and nozzle actuation mechanism are integrated inside.

[0028] Furthermore, the landing gear adopts a skid type, including a bracket and a skid. The bracket is connected to the main structural frame of the riding cabin. The spacing between the brackets increases from top to bottom and from front to back. The bracket has an integrated load-reducing damper, and a flexible wear-resistant layer is laid on the bottom of the rigid structure of the skid.

[0029] Furthermore, the riding cockpit is an open cockpit similar to a motorcycle, and the pilot rides with his upper body leaning forward. During vertical take-off and landing, hovering in the air, and high-speed cruising, the pilot relies on the center of gravity adjustment brought about by tilting his body forward, backward, left, and right to change the aircraft's attitude to complete forward flight, backward flight, and left and right side flight.

[0030] Further,

[0031] During takeoff and landing, the retractable variable-span wings are retracted to a small span state to adapt to takeoff and landing conditions in confined spaces.

[0032] During the takeoff and landing process and in the hovering state, the lift force to overcome the weight of the aircraft and the pilot is provided by the turbojet vector lift engine nacelle, and the engine vector nozzle controls the aircraft's attitude stability.

[0033] After the aircraft climbs to a safe altitude, the pilot deploys the retractable variable-span wings and increases the turbojet thrust engine speed, switching to level flight mode.

[0034] During high-speed cruising, the unfolded retractable variable-span wings provide lift, reducing the power and fuel consumption required by the turbojet vector lift engine nacelle and increasing the aircraft's range.

[0035] During high-speed cruising, on the one hand, the pilot tilts the aircraft by leaning his body, causing the aircraft's lift and thrust to generate centripetal force to complete a banked turn; on the other hand, the pilot adjusts the engine's vector nozzle differential to provide a spin torque to complete an autorotation turn.

[0036] After the level flight is completed, the turbojet thrust engine is controlled to shut down, the retractable variable-span wing is retracted to the minimum span, and the aircraft enters the take-off and landing mode. The turbojet vector lift engine nacelle is used for vector control to stabilize the landing in the target area.

[0037] The beneficial effects of the present invention compared with the prior art are:

[0038] (1) The present invention adopts a combined power form of a turbojet lift engine group and a turbojet thrust engine, which can efficiently and flexibly realize the change of the thrust size and direction of the aircraft, decouple the aircraft and the pilot's attitude, and decouple the aircraft attitude from the speed direction. It has lower requirements for the aircraft control system and makes it easier for the pilot to achieve somatosensory control.

[0039] (2) The present invention adopts a telescopic variable-span wing, which can take into account both take-off and landing stability and cruising economy, and is a key technology to break through the range bottleneck of existing vertical take-off and landing manned aircraft.

[0040] (3) The power and structural layout of the present invention are compact, and the area occupied by the wings in the retracted state is only 1m×0.7m, which has good adaptability to small spaces; the riding cabin has a small windward area and a low external drag coefficient, and the airflow disturbance caused by the human and the machine has little effect on the aerodynamic efficiency of the wings.

[0041] (4) The present invention enables the pilot to manipulate the aircraft's attitude using somatosensory control similar to that of driving a motorcycle, which conforms to traditional human-computer interaction logic; the vector lift engine can assist in attitude control, play a role in stabilization and over-limit correction, further reduce the pilot's operating requirements, and reduce the cost of adaptive training. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] FIG1 is an isometric view of a long-range, heavy-load turbojet-powered manned vertical take-off and landing aircraft in a take-off and landing mode with wings retracted according to the present invention;

[0043] FIG2 is a bottom view of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft in a cruise mode with its wings deployed according to the present invention;

[0044] FIG3 is an isometric view of a long-range, heavy-load turbojet-powered manned vertical take-off and landing aircraft in a cruise mode with wings deployed according to the present invention;

[0045] FIG4 is a comparative top view of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to the present invention in a take-off and landing mode and a cruise mode, wherein FIG4a shows the retracted state and FIG4b shows the deployed state;

[0046] Figure 5 is an isometric view comparing the manned states of a long-range, heavy-load turbojet-powered manned vertical take-off and landing aircraft in the take-off and landing mode and the cruising mode according to the present invention, wherein Figure 5a shows the retracted state and Figure 5b shows the deployed state. DETAILED DESCRIPTION

[0047] The specific embodiments of the present invention are further described in detail below with reference to the accompanying drawings.

[0048] Figures 1-3 show the layout of a long-range, heavy-load turbojet-powered manned vertical take-off and landing aircraft proposed by the present invention, including: a riding cabin 1, a retractable variable-span wing 2, a landing gear 3, a control stick 4, a display instrument 5, an operating panel 6, a seat cushion 7, a backrest 8, a turbojet vector lift engine compartment 9, a turbojet thrust engine and its intake and exhaust ducts 13, a rigidly nested multi-stage straight wing middle section 14, a rigidly nested multi-stage straight wing outer section 15, and a wing tip end plate 16.

[0049] As shown in Figure 1, the riding cabin 1 is located in the center of the aircraft as the main structure, and the bottom of the cabin is connected to the retractable variable-span wing 2. Four turbojet vector lift engine compartments 9 are vertically arranged at the front, rear, left and right corners where the riding cabin 1 is connected to the retractable variable-span wing 2. The turbojet thrust engine and its intake and exhaust ducts 13 are horizontally buried in the middle of the retractable variable-span wing 2 along the front and rear directions; landing gear 3 is provided on both sides of the turbojet thrust engine and its intake and exhaust ducts 13; the retractable variable-span wing 2 takes into account the take-off and landing stability and cruise economy requirements through telescopic changes. In addition, adding end plates to the wing tips can reduce the induced drag of cruise flight and prevent wingtip scraping.

[0050] As shown in FIG1 , a control lever 4 , a display instrument 5 , an operation panel 6 , a seat cushion 7 and a backrest 8 are integrated on the upper surface of the riding cabin 1 from front to back.

[0051] The control lever 4 is similar to a motorcycle throttle lever, and includes a left-hand control lever and a right-hand control lever. The left-hand control lever controls the speed of the turbojet vector lift engine 9, and the right-hand control lever controls the speed of the turbojet thrust engine. A speed lock button is integrated on the control lever.

[0052] The display instrument 5 can feedback information such as altitude, speed, attitude, navigation instructions, etc.;

[0053] The operation panel 6 integrates the power switch, the lift engine group start and stop switch, the thrust engine start and stop switch, and the retractable wing expansion and retraction switch;

[0054] Preferably, the seat cushion 7 is integrated with a two-point waist safety belt, and a backrest 8 is provided behind the seat cushion 7;

[0055] Preferably, foot holders are provided on the upper surfaces of the wings on both sides of the riding cabin 1;

[0056] Preferably, the landing gear 3 is of skid type, including a bracket and a skid. The bracket is connected to the main structural frame of the riding cabin 1. The spacing between the brackets increases from top to bottom and from front to back. The bracket has an integrated load-reducing damper, and a flexible wear-resistant layer is laid on the bottom of the skid rigid structure.

[0057] Preferably, the riding cabin 1 as a whole adopts a motorcycle-like streamlined low-resistance shape.

[0058] Preferably, the riding cabin 1 is internally integrated with an equipment compartment, a circuit system, a fuel tank, and a fuel supply system.

[0059] As shown in Figure 2, four turbojet vector lift engine nacelles 9 are vertically arranged at the four front, rear, left and right corners where the cockpit is connected to the lift surface. The turbojet vector lift engine nacelles are connected to the main structural frame of the cockpit, and the turbojet engine, vector nozzle and nozzle actuation mechanism are integrated inside; the turbojet thrust engine and its intake and exhaust ducts 13 are horizontally buried in the middle of the wing along the front and rear directions. The local shape is raised to accommodate the propulsion engine. The thrust engine air inlet is opened below the middle of the wing, and the engine nozzle extends to the rear of the wing.

[0060] The present invention adopts a combined power form of a turbojet lift engine group and a turbojet thrust engine, which can efficiently and flexibly realize the change of the thrust size and direction of the aircraft, decouple the aircraft and the pilot's attitude, and decouple the aircraft attitude from the speed direction. It has lower requirements for the aircraft control system and makes it easier for the pilot to achieve somatosensory control.

[0061] As shown in Figures 3 and 4, the telescopic variable-span wing 2 utilizes a trapezoidal inner section, while the telescopic wing utilizes a rigid, nested, multi-stage straight wing. The telescopic wing comprises a rigid, nested, multi-stage straight wing midsection 14 and a rigid, nested, multi-stage straight wing outer section 15. The rigid, nested, multi-stage straight wing midsection 14 is directly connected to the inner trapezoidal wing, while the rigid, nested, multi-stage straight wing outer section 15 is directly connected to the rigid, nested, multi-stage straight wing midsection. The midsection 14 and outer sections 15 are controlled by multi-stage hydraulic levers for step-by-step movement. The wing tip endplate 16 is connected to the tip of the rigid, nested, multi-stage straight wing outer section 15 and retracts accordingly. When the wing is retracted, it mates with the inner trapezoidal wing, primarily preventing wingtip scraping and reducing induced drag during cruise flight. Both wing profiles utilize high-lift airfoils, and the wing has a pre-set mounting angle, providing significant aerodynamic lift during cruise flight and improving cruise economy.

[0062] The present invention adopts a telescopic variable-span wing, which can take into account both take-off and landing stability and cruising economy, and is a key technology to break through the range bottleneck of existing vertical take-off and landing manned aircraft.

[0063] As shown in Figure 5, the layout of this aircraft adopts an open cockpit similar to that of a motorcycle. The pilot rides with his upper body leaning forward. In the full flight envelope states such as vertical take-off and landing, hovering in the air, and high-speed cruising, the pilot only needs to rely on the center of gravity adjustment brought by the forward, backward, left and right tilt of the body to change the aircraft's attitude to complete forward flight, backward flight, left and right flight and other actions.

[0064] During takeoff and landing, the retractable wings are retracted to a small span, adapting to takeoff and landing conditions in confined spaces and reducing the adverse effects of the wings on takeoff and landing stability. The power and structural layout of the present invention are compact, and the area occupied when the wings are retracted is only 1m×0.7m.

[0065] During the aircraft's takeoff and landing process and in the hovering state, the lift to overcome the overall weight of the aircraft and the pilot is provided by the lift engine group, and the aircraft's attitude stability is controlled by the engine's vector nozzle; after the aircraft climbs to a safe altitude, the pilot operates the retractable wings to unfold and increases the propulsion engine speed to switch to level flight mode.

[0066] The riding cabin of the present invention has a small frontal area and a low external drag coefficient, and the airflow disturbance caused by the human and the machine has little effect on the aerodynamic efficiency of the wing.

[0067] During high-speed cruising, the unfolded wings can provide considerable lift, effectively reducing the power and fuel consumption required by the lift engine group and improving the aircraft's range capability. During high-speed cruising flight, the pilot can, on the one hand, drive the aircraft to tilt by tilting his body, so that the aircraft's lift and thrust generate centripetal force to complete a banked turn. On the other hand, by adjusting the engine's vector nozzle differential, the pilot can provide a spin torque to complete an autorotation turn.

[0068] After the level flight is completed, the propulsion engine is shut down, the retractable wings are retracted to the minimum wingspan, and the aircraft enters the take-off and landing mode. The lift engine vector control is used to stabilize the landing to the target area.

[0069] The aircraft proposed in the present invention has a deadweight (excluding fuel) of 50 kg, a maximum load capacity of 100 kg, a maximum flight speed of 180 km / h, and a maximum range of 30 km.

[0070] The aircraft proposed in the present invention takes into account the heavy-load / long-range flight capability, maneuverability and stability. The pilot is decoupled from the aircraft's attitude, and the pilot can use body sensation to control the aircraft's attitude, which conforms to traditional human-computer interaction logic and has low operating requirements for the pilot.

[0071] Parts of the present invention that are not described in detail belong to common knowledge among those skilled in the art.

Claims

1. A long-range, heavy-load turbojet-powered manned vertical take-off and landing aircraft layout, characterized by include: A riding cabin (1), a retractable variable-span wing (2), a landing gear (3), a turbojet vector lift engine compartment (9), and a turbojet thrust engine and its intake and exhaust ducts (13); A riding cabin (1) is located in the center of the aircraft as a structural main body. The bottom of the riding cabin (1) is connected to a telescopic variable-span wing (2). Four turbojet vector lift engine compartments (9) are vertically arranged at the front, rear, left, and right corners where the riding cabin (1) is connected to the telescopic variable-span wing (2). A turbojet thrust engine and its intake and exhaust duct (13) are horizontally buried in the middle of the telescopic variable-span wing (2) along the front and rear directions. Landing gears (3) are provided on both sides of the turbojet thrust engine and its intake and exhaust duct (13). The telescopic variable-span wing (2) achieves stable take-off and landing in a narrow space and high lift-to-drag ratio cruising through telescopic changes.

2. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 1, characterized in that: The upper surface of the riding cabin (1) is integrated with a control lever (4), a display instrument (5), an operation panel (6), a seat cushion (7) and a backrest (8) from front to back; The control lever comprises a left-hand control lever and a right-hand control lever, the left-hand control lever controls the rotation speed of the turbojet vector lift engine (9), and the right-hand control lever controls the rotation speed of the turbojet thrust engine, and a rotation speed locking button is integrated on the control lever; The display instrument (5) feeds back information on altitude, speed, attitude, and navigation instructions; The operation panel (6) integrates a power switch, a turbojet vector lift engine start / stop switch, a turbojet thrust engine start / stop switch, and a telescopic wing expansion / retraction switch; The seat cushion (7) is integrated with a two-point waist safety belt, and a backrest (8) is provided behind the seat cushion (7); Foot fixers are provided on the upper surfaces of wings on both sides of the riding cabin (1).

3. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 2, characterized in that: The riding cabin (1) as a whole adopts a motorcycle-like streamlined low-resistance shape.

4. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 2, characterized in that: The riding cabin (1) is internally integrated with an equipment compartment, a circuit system, a fuel tank, and a fuel supply system.

5. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 1 is characterized by: The inner section of the telescopic variable-span wing (2) adopts a trapezoidal wing, and the telescopic wing adopts a rigid nested multi-stage straight wing. The telescopic wing includes a rigid nested multi-stage straight wing middle section (14) and a rigid nested multi-stage straight wing outer section (15); The trapezoidal wing, the rigid nested multi-stage straight wing middle section (14) and the rigid nested multi-stage straight wing outer section (15) are connected in sequence, and the rigid nested multi-stage straight wing middle section (14) and the rigid nested multi-stage straight wing outer section (15) are controlled to move step by step by a multi-stage hydraulic rod; The wing tip end plate (16) is connected to the tip of the rigid nested multi-stage straight wing outer section (15) and changes with the extension and contraction. When the telescopic variable span wing (2) is folded, the wing tip end plate (16) fits with the inner section trapezoidal wing to reduce induced drag and prevent wing tip scraping during cruise flight.

6. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 5, characterized in that: The cross-sections of the telescopic variable-span wings (2) all adopt high-lift airfoils, and the wings have a preset installation angle.

7. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 5, characterized in that: A thrust turbojet thrust engine inlet is provided below the middle of the telescopic variable-span wing (2), and a local outer shape is raised to accommodate the turbojet thrust engine. The turbojet thrust engine nozzle extends to the rear of the telescopic variable-span wing (2).

8. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 1, characterized in that: The turbojet vector lift engine compartment (9) is connected to the main structural frame of the riding cabin (1), and the turbojet engine, vector nozzle and nozzle actuating mechanism are integrated inside.

9. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 1, characterized in that: The landing gear (3) adopts a skid type, including a bracket and a skid, the bracket is connected to the main structural frame of the riding cabin (1), the bracket has an increasing spacing from top to bottom and from front to back, the bracket is integrated with a load-reducing damper, and a flexible wear-resistant layer is laid on the bottom of the skid rigid structure.

10. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 8, characterized in that: The riding cockpit (1) is an open cockpit similar to a motorcycle. The driver rides in a sitting position with the upper body leaning forward. In the vertical take-off and landing, hovering in the air, and high-speed cruising state, the driver relies on the center of gravity adjustment brought by the forward, backward, left, and right tilting of the body to change the attitude of the aircraft to complete forward flight, backward flight, and left and right side flight.

11. The layout of a long-range, high-load turbojet-powered manned vertical take-off and landing aircraft according to claim 10, characterized in that: In the take-off and landing state, the retractable variable-span wing (2) is retracted to a small-span state to adapt to the take-off and landing conditions in a narrow space; During the aircraft's take-off and landing process and in a hovering state, the lift force to overcome the overall weight of the aircraft and the pilot is provided by the turbojet vector lift engine nacelle (9), and the aircraft's attitude is controlled by the engine vector nozzle to stabilize the aircraft; After the aircraft climbs to a safe altitude, the pilot operates to unfold the retractable variable-span wings (2) and increases the speed of the turbojet thrust engine, thereby switching to a level flight mode; During high-speed cruising, the unfolded retractable variable-span wings (2) provide lift, reducing the power and fuel consumption required by the turbojet vector lift engine nacelle (9), thereby increasing the range of the aircraft; During high-speed cruising, the pilot tilts the aircraft sideways by leaning his body, causing the aircraft's lift and thrust to generate centripetal force to complete a banked turn. Simultaneously, the pilot adjusts the engine's vector nozzle differential to provide a spin torque to complete an autorotational turn. After the level flight is completed, the turbojet thrust engine is controlled to shut down, the retractable variable-span wing (2) is retracted to the minimum span, and the aircraft enters the take-off and landing mode, and the turbojet vector lift engine nacelle (9) is used for vector control to stabilize and land in the target area.

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