CN109850142B

CN109850142B - Novel jet-propelled vertical lift aircraft and novel aviation power system

Info

Publication number: CN109850142B
Application number: CN201810919025.XA
Authority: CN
Inventors: 张鸿元; 张芷凝; 张廷琛
Original assignee: Zhuhai Lanying Trading Co ltd
Current assignee: Zhuhai Lanying Trading Co ltd
Priority date: 2018-08-08
Filing date: 2018-08-08
Publication date: 2023-03-31
Anticipated expiration: 2038-08-08
Also published as: CN109850142A

Abstract

The invention changes the design idea of the existing jet vertical lifting aircraft, and adopts a streamline-shaped aircraft body with an integrated wing body like a devil fish in appearance; two turboshaft aero-engines are used as core machines to save fuel oil, and two counter-rotating fans are used to increase the efficiency of air suction and air pressurization; the pressure cavity of the engine is made into a load-bearing chassis of the aircraft so as to reduce the weight of the aircraft and fully utilize the internal space of the aircraft; the engine sprays high-flow high-pressure airflow into the pressure cavity, so that the pressure cavity becomes a buffer for airflow sprayed by each vector nozzle assembly and a silencer for reducing fan and engine noise; the controllability of the aircraft can be improved by opening, closing and continuously adjusting the air flow and the air injection direction of each vector nozzle connected to the periphery of the aircraft. Therefore, the novel jet-propelled vertical lifting aircraft and the novel aviation power system which are easy to operate and control, can fly in a shuttle way in the middle of a city and can be driven by ordinary people like automobiles are produced.

Description

Novel jet-propelled vertical lift aircraft and novel aviation power system

Technical Field

The invention belongs to the technical field related to jet-propelled vertical lifting aircrafts, and particularly relates to a jet-propelled vertical lifting aerial aircraft and a novel aviation power system.

Background

At present, a plurality of known vertical lifting aerial aircrafts all adopt propellers to provide lift force and thrust force of the aircrafts, only the helicopter is deformed, and the characteristics of high noise, low speed, short flight and difficult control of the helicopter are still maintained. Although several jet-propelled vertical lifting aircrafts also appear at present, the most advanced technologies and production processes in the world are adopted, the manufacturing difficulty is extremely high, only a few countries with the most developed technologies in the world have the capability of producing and manufacturing, the price is high, the operation and control are complex, the common people cannot bear, cannot use or purchase everywhere, and the jet-propelled vertical lifting aircrafts are only limited to military use of the few developed countries, and the jet-propelled vertical lifting aircrafts obviously have the following defects:

(1) There are two jet verticals currently in use in the world, the british "ray" and us F-35. Jet vertical lifting aircraft in British's ray type and American F-35 type are military fighters, in order to increase speed and maneuverability, a cylindrical fuselage and sweepback wings with small areas are adopted, so that the aircraft can generate enough lift force only by needing large flat flying speed, the aircraft is in transition from a vertical takeoff state to a normal flight state, therefore, in the vertical takeoff stage, a thrust augmentation device of an engine needs to be used for a long time, the oil consumption for starting the thrust augmentation device of the engine is dozens of times higher than that in normal times, the higher oil consumption is caused, and the range is shortened.

(2) The U.S. F-35 jet-propelled vertical lift aircraft adopts a turbofan engine with a small bypass ratio, the bypass ratio of an adopted F-135 turbofan aircraft engine is only 0.3, although the airflow can be ejected from a contra-rotating lift force fan component in the middle of the aircraft in a vertical takeoff state to serve as the lift force for supporting the aircraft in the front direction, the bypass ratio of the engine is increased in a phase-changing manner, but under a normal flight state, the phenomenon of overhigh oil consumption is caused due to the too low bypass ratio, the effective range of the aircraft is greatly reduced, and the daily use cost is greatly increased.

(3) The jet type vertical lift airplane of "ray type" in the uk is fitted with four spray nozzles, two rotatable spray nozzles that lead out the front end separately by the back of the air suction fan of the "flying horse" turbofan aircraft engine and two rotatable spray nozzles that divide into the rear end by the tail nozzle of the engine. The low-temperature airflow after the air suction fan is sprayed out by the two front nozzles, the high-temperature airflow sprayed out by the tail nozzle of the engine is divided into two strands and sprayed out by the two rear nozzles, and the four nozzles are rotated to change the spraying direction of the airflow so as to provide lift force and forward flying thrust for the aircraft. When the engine of the aircraft changes power, air flow disturbance in the air, ground effect interference and other factors to cause the change of the attitude of the aircraft, the thrust of the front nozzle and the rear nozzle fluctuates, so that the corresponding change of the attitude of the aircraft is caused, and the phenomenon that a pilot is difficult to effectively control is caused. It is difficult to control and change the jet direction and jet flow of the large-flow engine airflow to make the aircraft stably hover in the air or smoothly transition from the vertical takeoff state to the normal flight state, which is the reason why the jet vertical takeoff aircraft in the uk is difficult to control. Therefore, the control system is very complex, the control capability and the response capability of the pilot are very high, the fighter plane is not capable of being driven by the pilot of the common fighter plane, the pilot with the most excellent pilot needs to be selected, and the jet type vertical lift airplane can be driven through long-term strict training, and although the requirement on the pilot is strict, the crash proportion of the jet type jet airplane in the United kingdom is still far higher than that of the common jet airplane. Although the design of the front nozzle and the rear nozzle of the American F-35 jet type vertical lift airplane is greatly different from that of a British's ray type airplane, the modern advanced computer control technology is adopted to control each nozzle assembly, the control of the attitude of the aircraft in the vertical lifting and hovering stages is better than that of a British' ray type fighter aircraft, but because the airflow sprayed by each nozzle assembly does not have a uniform buffer device, the situation that the thrust of the front nozzle assembly and the thrust of the rear nozzle assembly fluctuate and the attitude of the aircraft is difficult to control is still avoided. Thus, the jet power systems of both aircraft are not suitable for use in jet-type vertically-liftable aerial vehicles that can be driven by an average person, such as an automobile.

(4) The noise produced by a fan and the loud noise produced by the explosive combustion of engine fuel are directly transmitted to the outside during flying by british 'rays' and American F-35 jet type vertical lift aircrafts, and no effective sound insulation device is arranged, so that the jet type power systems are not suitable for jet type vertical lift aircrafts which require low noise and can fly in a shuttle way in cities.

Disclosure of Invention

The invention aims to solve the technical problem of overcoming the defects of the conventional jet-propelled vertical lift aircraft, and aims to provide a low-noise jet-propelled vertical lift air vehicle which is low in price, easy to produce and manufacture, energy-saving and environment-friendly, can be driven by common people like an automobile, and can shuttle in cities.

In order to overcome the defects of the prior art, the invention adopts the main technical scheme that: a jet-propelled type vertical lifting aerial vehicle comprises a fairy-shaped fuselage with a devil fish appearance wing body, a left air inlet channel, a right air inlet channel, a middle air inlet cover plate, a middle air inlet channel, a jet-propelled type aviation power system, a left empennage, a left rudder, a right empennage, a right rudder, a left elevator, a right elevator, a tail cone antenna component, a rear middle nozzle component, a rear left nozzle component, a rear right nozzle component, a front left nozzle component, a front right nozzle component, a front undercarriage, a rear left undercarriage and a rear right undercarriage; the left air inlet, the right air inlet and the middle air inlet are all positioned in the middle section of the top of the aircraft and are respectively communicated with the left air inlet channel, the right air inlet channel and the middle air inlet channel; the left air inlet and the right air inlet are positioned at two ends of the front part of the middle air inlet; the middle air inlet channel is a cubic space, the upper side surface is the area of the middle air inlet and the lower side surface is equal to the area of the middle air inlet, the height and the width of the rear side surface are larger than the diameter of an air suction fan in the jet aero-power system, the rear side surface is communicated with the air suction fan to serve as the air inlet of the air suction fan, and the two side surfaces are respectively communicated with the left air inlet channel and the right air inlet channel; the middle air inlet cover plate is positioned above the middle air inlet, has an area larger than that of the middle air inlet and covers the middle air inlet, and the rear part of the middle air inlet cover plate is connected with the machine body and can be opened from front to top to expose the middle air inlet below; the jet aviation power system (the novel jet aviation power system applies another invention patent of a turbofan aviation power system with an afterburner and an aircraft) comprises an air suction fan, an air suction fan transmission shaft, a booster fan transmission shaft, a transmission gear box, an afterburner, a clutch, a power transmission shaft, a plurality of turboshaft aero-engines, an engine air inlet pipeline, an engine exhaust pipeline, a pressure cavity and a plurality of vector nozzle assemblies; the booster fan transmission gear in the transmission gear box is in a cone shape, a cylindrical space is arranged in the middle of the booster fan transmission gear, a cylindrical space is also arranged in the middle of the booster fan transmission shaft and is fixedly connected with the booster fan transmission gear, and the diameter of the cylindrical space in the middle of the booster fan transmission shaft is equal to the diameter of the cylindrical space in the middle of the booster fan transmission gear and larger than the external diameter of the suction fan transmission shaft; the air suction fan transmission shaft penetrates through the hollow cylinder space of the booster fan transmission shaft and the booster fan transmission gear to fixedly connect the air suction fan with the air suction fan transmission gear which is also in a cone shape in the transmission gear box; the power transmission gear in the transmission gear box is also in a cone shape, and the turboshaft aero-engine is connected with the power transmission gear through the clutch and the power transmission shaft; the shaft power output by the rotation of the turboshaft aero-engine drives the booster fan transmission gear and the suction fan transmission gear to rotate oppositely through the rotation of the power transmission gear, and drives the suction fan and the booster fan to rotate oppositely through the suction fan transmission shaft and the booster fan transmission shaft simultaneously, so that air is sucked and pressurized; the engine air inlet pipeline is communicated with an air inlet of the turboshaft aero-engine and the rear part of the booster fan, and high-pressure fresh air boosted by the booster fan is provided for the turboshaft aero-engine; the engine exhaust pipeline is communicated with an exhaust port of the turboshaft aero-engine and the pressure cavity, and high-temperature exhaust gas burnt by the turboshaft aero-engine is discharged into the pressure cavity; the afterburner is positioned at the rear part of the afterburner fuel nozzle and is fixedly communicated with the pressure cavity through a pressure cavity air inlet; the pressure cavity is arranged at the bottom of the aircraft and is used as a load-bearing chassis of the aircraft to become a load-bearing support component of the aircraft body; the vector nozzle assembly (the vector nozzle assembly applies another invention patent of 'a novel jet aircraft engine vector nozzle and an aircraft engine', application number: 201810762795.8) is arranged on the periphery of the bottom of the aircraft and fixedly communicated with the pressure cavity; the vector nozzle assembly comprises a front left nozzle assembly and a front right nozzle assembly which are positioned at the front end of the bottom of the aircraft, a rear left nozzle assembly and a rear right nozzle assembly which are positioned at the rear end of the bottom of the aircraft, and a rear middle nozzle assembly which is positioned in the middle of the rear end of the bottom of the aircraft; the vector nozzle assembly airflow control surface comprises a front left nozzle assembly and a front right nozzle assembly which are arranged at the front end of the bottom of the aircraft, and a rear left nozzle assembly airflow control surface, a front right nozzle assembly airflow control surface, a rear left nozzle assembly airflow control surface and a rear right nozzle assembly airflow control surface which are arranged at the rear end of the bottom of the aircraft and on the upper surface of the rear right nozzle assembly; the tail cone antenna component is positioned in the middle of the rearmost end of the aircraft, and an antenna arranged on the tail cone antenna component is connected with a radio station of the aircraft; the left empennage and the right empennage are positioned at the rear end of the top of the aircraft and at two sides of the tail cone antenna component, the left rudder and the right rudder are respectively arranged at the middle-upper parts of the rear parts of the left empennage and the right empennage, one end of the left rudder is connected with the left empennage and the right empennage, and the other end of the left rudder and the right rudder can swing left and right to control the left and right flight directions of the aircraft; the left elevator and the right elevator are respectively arranged at the tail ends of the rear parts of the two wings of the aircraft, one end of the left elevator is connected with the wings, and the other end of the left elevator and the right elevator can swing up and down to control the up-and-down flight direction of the aircraft; the nose landing gear is arranged in the middle of the front end of the bottom of the aircraft, is provided with a motor driving device, can steer left and right and can drive the aircraft to slowly move on the ground; the rear left undercarriage and the rear right undercarriage are arranged at the left side and the right side of the rear end of the bottom of the aircraft, and are provided with braking devices, when the aircraft is in a flat flight state, the front undercarriage, the rear left undercarriage and the rear right undercarriage can be retracted into the aircraft body and covered by the undercarriage cover plate, so that the bottom of the aircraft body is smooth and integrated, and the friction resistance of air to the aircraft body in the flight process is reduced.

As a preferred technical scheme, a plurality of civil turboshaft aero-engines are used as core machines of a power system to provide power for the aircraft. Because the civil turboshaft aero-engine for providing power for the helicopter is low in price, light in weight, stable in performance and abundant in power, more importantly, the civil turboshaft aero-engine is easily bought in the market and is rarely limited by relevant authorities, the jet aero-power system is formed by creatively using a plurality of turboshaft aero-engines as the core machine of the power system, the afterburner, the pressure cavity and the vector nozzle assembly, and the jet vertically-liftable aero-aircraft with low cost and excellent performance can be produced in large quantities.

As a preferred technical scheme, two counter-rotating fans are used for increasing air suction and supercharging efficiency, and the turboshaft aircraft engine is used as a core machine to save fuel; the plurality of turboshaft aero-engines are connected with the transmission gear box through the clutch, the clutch can be opened and closed to control the departure and the operation of each turboshaft aero-engine in the power system, the whole power system can only operate one turboshaft aero-engine or a plurality of turboshaft aero-engines to operate simultaneously, the transmission gear box drives the air suction fan and the booster fan to rotate oppositely, low-temperature high-pressure large-flow air flow is provided for the pressure cavity, the vector nozzle assemblies communicated with the pressure cavity eject air flow to the outside to generate thrust, and therefore the environment-friendly and energy-saving jet turbofan aero-power system with the bypass ratio exceeding 20 and the temperature of the air flow ejected out of the aircraft being lower than 100 ℃ when the thrust device is not opened is formed.

As a preferable technical scheme, the fresh air sucked by the turboshaft aero-engine through the engine air inlet pipeline is high-pressure air which is introduced from two counter-rotating fans and has the pressure of 2.5atm-3atm after being pressurized, so that the power generated by the turboshaft aero-engine can be increased by more than 20% compared with the same engine which is installed on a common helicopter and directly sucks air with the pressure of 1atm from the outside, just like an automobile engine provided with a turbo-charging device, and the power generated by the turboshaft aero-engine can be increased by more than 20% compared with the same engine.

As a preferred technical scheme, because the bypass ratio of the jet aviation power system exceeds 20, and the temperature of airflow jetted out of the aircraft is lower than 100 ℃ when the thrust augmentation device is not opened, when the thrust augmentation device is started, the thrust augmentation fuel nozzle jets a large amount of fuel oil into the high-pressure airflow in the thrust augmentation combustion chamber, so that the high-pressure airflow jetted out of the aircraft is greatly heated, and the thrust output by the power system is also greatly increased; because the temperature of the airflow ejected by the power system of the turbofan engine with a low bypass ratio (for example, the engine of a modern fighter with a bypass ratio of 0.3) is about 1000 ℃ under the condition that the thrust augmentation device is not started, and the thrust output by the power system is correspondingly increased by 7% every time the temperature of the airflow ejected by the power system of the aircraft is increased by 100 ℃, under the condition that the thrust augmentation device is started, the temperature of the airflow ejected by the power system of the aircraft can be increased to 1800 ℃ (the temperature of the airflow ejected by the turbofan aircraft engine with an augmented combustion chamber used by the modern fighter is generally 1800 ℃), and the thrust F1 (additive) output by the power system is correspondingly increased:

f (plus) = F + F0.07 x (1800-1000)/100 =1.56 x F,

wherein F is the thrust output by the power system under the condition of not starting the thrust augmentation device

Because the jet-propelled aviation driving system jets out the outside air current temperature of aircraft and is less than 100 degrees centigrade when not opening power means, and under the condition of starting power means, the air current temperature of driving system blowout aircraft can promote 1800 degrees centigrade, and the thrust of driving system output also can increase to correspondingly:

f2 (plus) = F + F0.07 (1800-100)/100 = 2.19F

If a turbofan aircraft engine with an afterburner has a bypass ratio of 0.3 (the bypass ratio of modern fighter engines is generally 0.3), the thrust of the engine is normally 8 tons, and when the afterburner is started, the thrust of the engine is increased to be as follows:

1.56 × 8=12.48 ton

If there is also a set of said jet aero-dynamic systems, whose thrust is normally also 8 tons, its thrust will increase when the thrust augmentation device is activated:

2.19 × 8=17.52 ton

That is, the aircraft employing the jet aero-power system has a maximum takeoff weight 5 tons higher than that of the aircraft employing the turbofan aero-engine using the smaller duct of the modern fighter aircraft using the same thrust. Moreover, the temperature of the air flow ejected out of the aircraft by the jet aviation power system is lower than 100 ℃ when the thrust augmentation device is not opened, while the temperature of the air flow ejected out of the aircraft by the power system is about 1000 ℃ when the turbofan aircraft engine with small bypass ratio used by the modern fighter is not started, and the jet aviation power system generates the same thrust under the condition that the thrust augmentation device is not started, and the fuel consumption rate is only one of three times that of the turbofan aircraft engine with small bypass ratio used by the modern fighter, so that the jet aviation power system has great advantages of ultrahigh bypass ratio.

As a preferred technical scheme, in the vertical lifting stage of the aircraft, when the thrust output by the power system of the aircraft needs to be greatly improved, the thrust augmentation device can be started, the thrust augmentation fuel nozzle sprays a large amount of fuel oil into the high-pressure airflow in the thrust augmentation combustion chamber, so that the fuel oil is combusted in the high-pressure airflow in the thrust augmentation combustion chamber and the pressure cavity and the high-pressure airflow is greatly heated, and then the fuel oil is sprayed out at high speed through the vector nozzle assembly which is arranged around the aircraft and fixedly communicated with the pressure cavity, and at this time, the power system of the aircraft can provide 50% -110% of the thrust of the maximum takeoff weight of the aircraft, so that the aircraft can vertically lift; in the climbing and accelerating stages of the aircraft, the thrust augmentation device does not need to be started, only a plurality of turboshaft aircraft engines are used for providing power, air is sucked and pressurized by the air suction fan and the booster fan, and the air is sprayed out of the aircraft through the rear left nozzle assembly, the rear right nozzle assembly and the rear middle nozzle assembly which are arranged at the rear part of the aircraft and fixedly communicated with the pressure cavity, so that 30-50% of the maximum takeoff weight of the aircraft is provided, and the effect of saving fuel oil is achieved; in the cruising flight stage of the aircraft, only one turboshaft aero-engine can be used for providing power by controlling the closing of the clutch of the power system, and the power is ejected out of the aircraft through the rear and middle nozzle assembly which is arranged at the rear part of the aircraft and fixedly communicated with the pressure cavity, so that the thrust with the maximum takeoff weight of 10% -30% is provided for the aircraft; thus, the jet aero-power system has a wide power output range.

As a preferable technical scheme, the pressure chamber of the power system is made into a load-bearing chassis of the aircraft to reduce the weight of the aircraft and fully utilize the internal space of the aircraft, so that the engine can inject high-flow air flow which is sucked and pressurized into the pressure chamber of the aircraft and then inject the air flow out through each vector nozzle assembly connected to the pressure chamber; by this ingenious arrangement, the following benefits can be produced:

(1) The pressure cavity can be used as a buffer of high-flow high-pressure airflow, when the engine of the aircraft changes power, airflow disturbance in the air, ground effect interference and other factors to cause fluctuation of high-flow high-pressure airflow sucked into a power system, low-temperature high-pressure air in the pressure cavity can filter out the fluctuation effects of the airflow, and the airflow can be uniformly ejected through each vector nozzle assembly connected to the pressure cavity, so that the situation that the posture of the aircraft is difficult to control due to non-uniform thrust generated by each nozzle of the aircraft in a short time like British 'ray type' and American F-35 jet vertical lifting aircraft is avoided, and the aircraft can be controlled more conveniently and simply by respectively adjusting the airflow and the jet direction ejected by each vector nozzle assembly connected to the pressure cavity.

(2) When the boosting device is started, a large amount of fuel oil sprayed into the airflow by the boosting fuel oil nozzle flows into the pressure cavity after being preliminarily combusted in the boosting combustion chamber, the fuel oil is continuously combusted under the environment of high temperature, high pressure and sufficient fresh air, and the combustion time of the airflow flowing in the aircraft is prolonged, so that the energy of the fuel oil which is not available for combustion in the boosting combustion chamber is further released, the combustion efficiency of the fuel oil is increased, and the thrust generated by a power system is increased; therefore, the fuel oil work doing efficiency of the jet type vertically liftable aerial vehicle with the pressure cavity is higher than that of a common jet type aircraft without the pressure cavity in a power system, the economy of daily use of the jet type vertically liftable aerial vehicle is improved, and the adverse effect of fuel oil on the environment is reduced.

(3) The huge noise generated by the explosion and combustion of fuel in the air suction fan, the booster fan and the engine can be isolated and absorbed by a large amount of low-temperature high-pressure air in the pressure cavity, and the energy carried by the huge noise acts on the high-pressure air in the pressure cavity to increase the temperature of the high-pressure air in the pressure cavity and convert the high-pressure air into thrust, so that the noise transmitted to the outside of the aircraft is greatly reduced; the jet-propelled vertical lifting air vehicle which has low noise and can shuttle in the middle of the city can be produced.

As a preferred technical scheme, because a plurality of vector nozzle assemblies which can be closed, opened and continuously adjust the flow rate of the ejected air and can change the direction of the ejected air are simultaneously arranged on the pressure cavity, the aircraft can stably and vertically take off and land and fly forwards through the operation control of each vector nozzle assembly, the aircraft can also hover in the air and slowly move forwards, backwards, leftwards and rightwards, and the functionality and the application range of the jet-propelled vertically liftable aerial aircraft are greatly enhanced; the front left nozzle assembly and the front right nozzle assembly at the front end of the bottom of the aircraft can be closed and opened, the flow of the sprayed air can be continuously adjusted, and the airflow control surface of the front left nozzle assembly and the airflow control surface of the front right nozzle assembly can swing left and right by 60 degrees, so that the left and right directions of the sprayed air are changed; the rear left nozzle assembly and the rear right nozzle assembly at the rear end of the bottom of the aircraft can be closed and opened, the flow rate of the ejected air can be continuously adjusted, and the airflow control surface of the rear left nozzle assembly and the airflow control surface of the rear right nozzle assembly can also swing left and right by 60 degrees, so that the left and right directions of the ejected air flow are changed; the rear left nozzle assembly and the rear right nozzle assembly can also swing upwards by 15 degrees and downwards by 105 degrees, so that the up-and-down direction of the sprayed air flow is changed; when the rear left nozzle assembly and the rear right nozzle assembly rotate upwards for 15 degrees from the horizontal direction, forward and downward thrust is generated to enable the aircraft nose to fly upwards; when the rear middle nozzle assembly in the middle of the rear end of the aircraft is closed, the rear left nozzle assembly and the rear right nozzle assembly at the rear end of the bottom of the aircraft rotate downwards by 90 degrees, and the front left nozzle assembly and the front right nozzle assembly which are opened are matched to generate upward thrust so that the aircraft vertically ascends and descends or hovers in the air; the rear left nozzle assembly and the rear right nozzle assembly rotate downwards to be less than 90 degrees, and the front left nozzle assembly and the front right nozzle assembly which are opened in a matched mode generate upward and forward thrust to enable the aircraft to slowly move forwards in a suspended mode; when the rear left nozzle assembly and the rear right nozzle assembly continue to rotate downwards by more than 90 degrees to 105 degrees, the front left nozzle assembly and the front right nozzle assembly which are opened in a matched mode generate upward and backward thrust to enable the aircraft to slowly move backwards in a suspended mode; when the rear left nozzle assembly and the rear right nozzle assembly at the rear end of the bottom of the aircraft rotate downwards by 90 degrees, the front left nozzle assembly, the front right nozzle assembly, the rear left nozzle assembly and the rear right nozzle assembly are all opened, when airflow control surfaces arranged on the front left nozzle assembly, the front right nozzle assembly, the rear left nozzle assembly and the rear right nozzle assembly swing rightwards, the aircraft is suspended and moves leftwards slowly, and when the airflow control surfaces swing leftwards, the aircraft is suspended and moves rightwards slowly; when the front left nozzle assembly, the front right nozzle assembly and the rear middle nozzle assembly in the middle of the rear end of the aircraft are closed, and the spouts of the rear left nozzle assembly and the rear right nozzle assembly at the rear end of the bottom of the aircraft are turned to be horizontal, the vector nozzle generates forward thrust to enable the aircraft to fly forwards horizontally; the front left nozzle assembly, the front right nozzle assembly, the rear left nozzle assembly and the rear right nozzle assembly can also be closed, and only the rear middle nozzle assembly in the middle of the rear end of the aircraft is opened, so that forward thrust can also be generated to enable the aircraft to fly forwards horizontally; therefore, the rear-middle nozzle component in the middle of the rear end of the aircraft can only close, open and continuously adjust the backward sprayed airflow, can not change the up, down, left and right directions of the sprayed airflow, and mainly provides forward flying thrust for the aircraft in a level flight cruising state.

As a preferable technical scheme, each vector nozzle assembly communicated with the pressure cavity is arranged on the periphery of the aircraft, each vector nozzle assembly is in a long trapezoidal shape and comprises a plurality of nozzles, and an outer nozzle is in an expanding horn shape; the uniform and small-fluctuation airflow ejected by each vector nozzle component forms a long and wide ejected airflow surface, and supports the aircraft in a large area from the periphery of the aircraft, so that the stability of the aircraft in the stages of taking off and landing or hovering in the air is greatly improved, and the control of the aircraft is easy and simple; the posture of the air vehicle can be controlled and changed more conveniently, so that the jet-propelled vertical lifting air vehicle is easy to control and can be driven by ordinary people like an automobile.

As a preferred technical scheme, (1) the fairy fuselage of the devil fish appearance wing body has excellent aerodynamic performance, and can generate enough lift force to support the weight of the aircraft in the air only at the flat flying speed of more than 100 kilometers per hour, so that the aircraft can be in a transition state from a take-off and landing state to a flat flying state without providing downward thrust to the aircraft; when the aircraft flies downwind or glides, the engine can be turned off, and the aircraft can control the aircraft to fly without power through the elevator and the rudder like a glider by utilizing the design of a streamline-shaped aircraft body with an excellent aerodynamic performance and integrated wing body; when the power system of the aircraft has serious faults and can not be used at all, the aircraft can be controlled to fly without power through the elevator and the rudder like a glider, and the aircraft can land safely.

(2) The jet-propelled vertical liftable aerial vehicle adopts a streamline-shaped body with an integrated wing body and excellent pneumatic performance like devil fish, and in the takeoff and rising stage, the horizontal flying speed of the jet-propelled vertical liftable aerial vehicle can exceed the speed per hour by 100 kilometers only by starting the force applying device for one minute, so that sufficient air lift force is generated, the flying state of the aerial vehicle is excessively changed to the normal flying state, and the force applying device is stopped. In the takeoff and ascending stage of British' ray type and American F-35 jet type vertical lifting aircrafts, the horizontal flying speed of the jet type vertical lifting aircrafts needs to exceed 324 kilometers per hour, and the aircraft can be in a transition state from the takeoff state to the normal flight state only by starting a thrust augmentation device for more than three minutes at least; the fuel consumption rate of the thrust augmentation device started by the aircraft engine is about thirty times of the fuel consumption rate in the normal flight state, and because the fuel consumption of the jet-type vertically-liftable aerial vehicle is at least reduced by more than two minutes from the takeoff to the normal flight stage, the fuel is saved enough to enable the aerial vehicle to fly for more than one hour in the normal flight state, the jet-type vertically-liftable aerial vehicle adopts a streamlined body with an integrated wing body and excellent pneumatic performance like a devil fish, so that the fuel consumption can be greatly reduced, and the effective range and the daily use economy of the aerial vehicle are increased.

As a preferable technical scheme, in the lifting stage of the aircraft, the middle air inlet cover plate is opened backwards, air enters the novel jet-propelled aero power system through the left air inlet, the right air inlet and the middle air inlet via the left air inlet channel, the right air inlet channel and the middle air inlet channel, and the air is compressed, combusted and heated by the power system and is ejected out of a nozzle of a power system nozzle assembly arranged around the aircraft to provide lift force and thrust for the aircraft; when the middle air inlet cover plate is opened backwards, a large amount of air is sucked into the power system through the middle air inlet, and a large upward suction force is generated on the aircraft, so that the downward thrust output by the power system is increased; in the stage of flying flatly by the aircraft, middle air inlet apron is put down and is covered middle air inlet, the air passes through left side air inlet right side air inlet process left side intake duct right side intake duct gets into middle intake duct reentrant novel jet-propelled aviation power system, the air is through compressing of power system, from the spout blowout of installing the power system nozzle assembly at aircraft rear portion, provides thrust for the aircraft. In the downwind flight stage of the aircraft, the middle air inlet cover plate is opened backwards, so that the thrust of downwind airflow to the aircraft can be greatly increased; in the stage of landing the aircraft on the airport runway, the intermediate air intake cover plate is opened backwards, so that the resistance of airflow to the aircraft can be greatly increased, and the sliding distance during landing is shortened.

As a preferable technical scheme, different thrust can be generated at two sides of the rear part of the aircraft by controlling different jet flow rates of the air flow jetted backwards by the rear left nozzle assembly and the rear right nozzle assembly, so that the left-right steering of the aircraft is controlled; the left and right swing of the airflow control surface of the rear left nozzle assembly and the airflow control surface of the rear right nozzle assembly can be controlled to change the direction of the ejected airflow and control the left and right steering of the aircraft; the left rudder and the right rudder which are arranged on the tail wing can be controlled to control the left and the right steering of the aircraft; the up-down flight direction of the aircraft can be controlled by controlling the up-down jet direction of the airflow jetted by the rear left nozzle assembly and the rear right nozzle assembly; the up-down flight direction of the aircraft can also be controlled by controlling the left elevator and the right elevator which are arranged on the wings; the connection between the turboshaft aero-engine and the transmission gear box can be controlled by closing the clutch, a plurality of turboshaft aero-engines are used for providing power, or when some turboshaft aero-engines are in failure, only one normal turboshaft aero-engine is used for driving the air suction fan and the booster fan to rotate oppositely through the transmission gear box so as to continuously provide power for the aircraft; therefore, the jet-propelled vertical lifting aerial vehicle is provided with a plurality of sets of components for controlling the left and right flight directions and the up and down flight directions of the aerial vehicle, has a multiple redundant control system, and greatly improves the control performance and the safety of the aerial vehicle.

As a preferred technical scheme, the nose landing gear is provided with a motor driving and steering device, and the aircraft can slowly move and steer to change the take-off direction under the driving of the motor; the rear left undercarriage and the rear right undercarriage are provided with a braking device, and the aircraft can decelerate when landing on the airport runway to shorten the running distance when landing.

The invention also aims to provide a novel jet-propelled aero-power system, and the jet-propelled vertically liftable aerial vehicle comprises the novel jet-propelled aero-power system.

Compared with the prior art, the invention has the following advantages:

1. the invention adopts the fairy fish appearance wing body integrated streamline fuselage, has excellent aerodynamic performance, can generate enough lift force to support the weight of the aircraft in the air only by very low flat flying speed, so that in the rising stage of takeoff, the aircraft can be transited from the rising and landing state to the flat flying state only by using a force application device in a very short time, and the fuel consumption is greatly reduced; the engine can be turned off when the aircraft is in a downwind flight state or a glide state, and the aircraft can control the aircraft to fly without power through the elevator and the rudder like a glider by utilizing the design of the aircraft body with excellent aerodynamic performance, so that the effective range and the economical efficiency of daily use of the aircraft are increased; in the stage of landing the aircraft on an airport runway, the middle air inlet cover plate is opened backwards, so that the resistance of the airflow to the aircraft can be greatly increased, and the sliding distance of the aircraft when landing is short; when the power system of the aircraft has serious faults and can not be used at all, the aircraft can be controlled to fly without power through the elevator and the rudder like a glider, and the aircraft can land safely.

2. The invention creatively uses a plurality of turboshaft aero-engines as the core machine of the power system, and because the civil turboshaft aero-engine for providing power for the helicopter has low price, light weight, stable performance and abundant power, is easy to buy in the market and is rarely limited by relevant authorities, the invention makes it possible to produce a large amount of jet-propelled vertical lifting aerial aircrafts with low price and excellent performance.

3. The invention increases the air suction and supercharging efficiency by using two counter-rotating fans, and saves fuel by using the turboshaft aircraft engine as a core machine; a plurality of turboshaft aero-engines are connected with a transmission gear box through a clutch, the clutch can be opened and closed to control the off-line and operation of each turboshaft aero-engine in a power system, the whole power system can only operate one turboshaft aero-engine or a plurality of turboshaft aero-engines can operate simultaneously, an air suction fan and a booster fan are driven to rotate oppositely through the transmission gear box to provide low-temperature high-pressure large-flow airflow for a pressure cavity, and then the airflow is ejected outwards through vector nozzle assemblies communicated with the pressure cavity to generate thrust, so that a novel jet-type turbofan aviation power system which is green and energy-saving and has the ultrahigh bypass ratio of more than 20 and the temperature of the airflow ejected out of the aircraft when a force-applying device is not opened is formed, wherein the temperature of the airflow ejected out of the aircraft is lower than 100 ℃.

4. The power system is provided with the pressure cavity, the pressure cavity is made into a bearing chassis of the aircraft to reduce the weight of the aircraft and fully utilize the internal space of the aircraft, and the engine sprays sucked and pressurized large-flow airflow into the pressure cavity of the aircraft and then sprays the airflow through each vector nozzle component connected to the pressure cavity; through the ingenious arrangement, a pressure cavity of the power system can become a buffer of high-flow and high-pressure airflow, when the engine of the aircraft changes power, air flow disturbance in the air, ground effect interference and other factors, the high-flow and high-pressure airflow sucked into the power system fluctuates, low-temperature and high-pressure air in the pressure cavity can filter the fluctuation effects of the airflow, the airflow can be uniformly sprayed out through each vector nozzle assembly connected to the pressure cavity, and therefore the instant fluctuation of the thrust of each vector nozzle assembly is avoided; when the boosting device is started, a large amount of fuel oil sprayed into airflow by the boosting fuel oil nozzle enters the pressure cavity after being preliminarily combusted in the boosting combustion chamber, the fuel oil is continuously combusted under the environment of high temperature, high pressure and sufficient fresh air, the time for the fuel oil to flow and combust in the aircraft along with the airflow is prolonged, the energy of the fuel oil which is not available for combustion in the boosting combustion chamber is further released, the combustion efficiency of the fuel oil is increased, and the thrust generated by a power system is increased; huge noise generated by fuel oil explosion combustion in the air suction fan, the booster fan and the engine can be isolated and absorbed by a large amount of low-temperature high-pressure air in the pressure cavity, and energy carried by the huge noise acts on the high-pressure air in the pressure cavity, so that the temperature of the high-pressure air in the pressure cavity is increased and converted into thrust, and the noise transmitted to the outside of the aircraft is greatly reduced; the invention simultaneously installs a plurality of vector nozzle assemblies which can be closed, opened, continuously adjust the flow of the ejected air and change the direction of the ejected air on the pressure cavity, and ensures that the aircraft can stably vertically take off and land and fly forwards and also can hover in the air and slowly move front and back and left and right by operating and controlling each vector nozzle assembly, thereby greatly enhancing the functionality and the application range of the jet-propelled type vertically liftable aircraft.

5. The power system has a wide power output range, and can provide thrust of 10% -110% of the maximum takeoff weight for the aircraft; the bypass ratio of the power system exceeds 20, the temperature of airflow sprayed out of the aircraft is lower than 100 ℃ under the condition of not starting a boosting device, the oil consumption rate of the same thrust is generated, and the power system is only one of three parts of a turbofan aircraft engine with a small bypass ratio used by a modern fighter; when the afterburning device is started, the afterburning fuel nozzle sprays a large amount of fuel into the high-pressure airflow in the afterburning chamber, so that the high-pressure airflow sprayed out of the aircraft is greatly heated, and the thrust output by the power system is also greatly increased; therefore, the huge advantages of the ultrahigh bypass ratio of the novel jet aviation power system can be seen.

6. The invention has multiple redundant control systems, thereby greatly improving the safety and the control performance of the aircraft.

Drawings

FIG. 1 is an aerial vehicle exterior structure aerial view;

FIG. 2 is a side view of the exterior structure of the airborne aircraft;

FIG. 3 is an aerial view of the external appearance of an open air intake cover for an aerial vehicle;

FIG. 4 is a schematic view of a drive gearbox configuration;

FIG. 5 is a bottom view of the exterior structure of the aerial vehicle;

FIG. 6 is a three-dimensional view of the appearance of a novel jet aero-power system;

FIG. 7 is a perspective view of a novel jet aero-power system configuration;

FIG. 8 is a bird's eye view of a novel jet aero-power system configuration;

FIG. 9 is a schematic structural view of a vector nozzle assembly;

FIG. 10 is a rear view of the vector nozzle assembly;

FIG. 11 is a side view of the vector nozzle assembly;

wherein, 1, the appearance of the devil fish is a streamlined body; 2. a left air inlet; 3. a left air inlet channel; 4. a right air inlet; 5. a right inlet duct; 6. a middle air inlet cover plate; 7. a middle air inlet; 8. an intermediate air inlet channel; 9. a novel jet aero-power system; 11. a left empennage; 12. a left rudder; 13. a right tail; 14. a right rudder; 15. a left elevator 16, a right elevator; 20. a rear-middle nozzle assembly; 21. a rear left nozzle assembly; 22. the airflow control surface of the rear left nozzle assembly; 23. a rear right nozzle assembly; 24. the airflow control surface of the rear right nozzle assembly; 25. a front left nozzle assembly; 26. a front left nozzle assembly airflow control surface; 27. a front right nozzle assembly; 28. a front right nozzle assembly airflow control surface; 30. a caudal vertebra antenna component; 31. a rear left landing gear; 32. a rear right landing gear; 33. a nose landing gear; 40. an air suction fan; 41. a suction fan drive shaft; 42. a booster fan; 43. a booster fan drive shaft; 44. a transmission gear box; 45. a boost fuel nozzle; 46. a clutch; 47. a power transmission shaft; 48. a turboshaft aircraft engine; 49. an engine intake duct; 50. an engine exhaust conduit; 51. an afterburner; 52. a pressure chamber inlet; 53. a pressure chamber; 54. a vector nozzle assembly; 55. a vectoring nozzle assembly airflow control surface; 56. a booster fan transmission gear; 57. a transmission gear of the suction fan; 58. a power transmission gear;

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

As shown in fig. 1, fig. 2, fig. 3, fig. 4, fig. 5, fig. 6, fig. 7, fig. 8, fig. 9, fig. 10, fig. 11:

a jet-propelled type vertical lifting aerial aircraft comprises a fairy fuselage 1, a left air inlet 2, a left air inlet channel 3, a right air inlet channel 4, a right air inlet channel 5, a middle air inlet cover plate 6, a middle air inlet 7, a middle air inlet channel 8, a novel jet-propelled type aviation power system 9, a left empennage 11, a left rudder 12, a right empennage 13, a right rudder 14, a left elevator 15, a right elevator 16, a rear middle nozzle assembly 20, a rear left nozzle assembly 21, a rear left nozzle assembly airflow rudder surface 22, a rear right nozzle assembly 23, a rear right nozzle assembly airflow rudder surface 24, a front left nozzle assembly 25, a front left nozzle assembly airflow rudder surface 26, a front right nozzle assembly 27, a front right nozzle assembly airflow rudder surface 28, a tail cone antenna component 30, a rear left undercarriage 31, a rear right undercarriage 32 and a front undercarriage 33, wherein the fairy fuselage is integrated with the appearance of devil fish; the left air inlet 2, the right air inlet 4 and the middle air inlet 7 are all positioned in the middle section of the top of the aircraft and are respectively communicated with a left air inlet channel 3, a right air inlet channel 5 and a middle air inlet channel 8; the left air inlet 2 and the right air inlet 4 are positioned at two ends of the front part of the middle air inlet 7; the middle air inlet channel 8 is a cubic space, the upper side surface is the middle air inlet 7, the area of the lower side surface is equal to the area of the middle air inlet 7, the height and the width of the rear side surface are larger than the diameter of an air suction fan 40 in the novel jet-propelled aero-power system 9, the rear side surface is communicated with the air suction fan 40 to serve as an air inlet of the air suction fan 40, and the two side surfaces are respectively communicated with the left air inlet channel 3 and the right air inlet channel 5; the middle air inlet cover plate 6 is positioned above the middle air inlet 7, has an area larger than that of the middle air inlet 7 and covers the middle air inlet 7, and the rear part of the middle air inlet cover plate 6 is connected with the machine body and can be opened from front to top to expose the middle air inlet 7 below; the novel jet aviation power system 9 (the novel jet aviation power system applies another invention patent of 'multi-core machine with afterburner turbofan aviation power system and aircraft') comprises: the device comprises an air suction fan 40, an air suction fan transmission shaft 41, a booster fan 42, a booster fan transmission shaft 43, a transmission gear box 44, an afterburning oil nozzle 45, a clutch 46, a power transmission shaft 47, a plurality of turboshaft aero engines 48, an engine air inlet pipeline 49, an engine exhaust pipeline 50, an afterburner 51, a pressure cavity air inlet 52, a pressure cavity 53, a plurality of vector nozzle assemblies 54 and a vector nozzle assembly airflow control surface 55; the booster fan transmission gear 56 in the transmission gear box 44 is conical, a cylindrical space is arranged in the middle of the booster fan transmission gear, the booster fan transmission shaft 43 is also provided with a cylindrical space in the middle of the booster fan transmission gear and is fixedly connected with the booster fan transmission gear 56, and the diameter of the cylindrical space in the middle of the booster fan transmission shaft 43 is equal to the diameter of the cylindrical space in the middle of the booster fan transmission gear 56 and is larger than the outer diameter of the suction fan transmission shaft 41; the suction fan transmission shaft 41 penetrates through the hollow cylinder space of the booster fan transmission shaft 43 and the booster fan transmission gear 56 to fixedly connect the suction fan 40 with a suction fan transmission gear 57 which is also conical in shape in the transmission gear box 44; the power transmission gear 58 in the transmission gear box 44 is also in a cone shape, and the turboshaft aero-engine 48 is connected with the power transmission gear 58 through the clutch 46 and the power transmission shaft 47; the shaft power output by the rotation of the turboshaft aero-engine 48 drives the booster fan transmission gear 56 and the suction fan transmission gear 57 to rotate oppositely through the rotation of the power transmission gear 58, and drives the suction fan 40 and the booster fan 42 to rotate oppositely through the suction fan transmission shaft 41 and the booster fan transmission shaft 43 simultaneously to suck and compress air; the engine air inlet pipeline 49 is communicated with an air inlet of the turboshaft aero-engine 48 and the rear space of the booster fan 42, and provides high-pressure fresh air which is sucked by the air suction fan 40 and compressed by the booster fan 42 for the turboshaft aero-engine 48; the engine exhaust pipeline 50 is communicated with an exhaust port of the turboshaft aero-engine 48 and a pressure cavity 53, and high-temperature exhaust gas discharged by the turboshaft aero-engine 48 is sprayed into the pressure cavity 53; the afterburner nozzle 45 is fixedly arranged at the rear part of the transmission gear box 44, and the afterburner chamber 51 is positioned at the rear part of the afterburner nozzle 45 and is fixedly communicated with the pressure chamber 53 through a pressure chamber air inlet 52; the pressure chamber 53 is arranged at the bottom of the aircraft and is used as a load-bearing chassis of the aircraft and becomes a load-bearing support part of the aircraft body; a vector nozzle component 54 (the vector nozzle component applies another patent of the invention: a novel jet aircraft engine vector nozzle and an aircraft engine, the application number is 201810762795.8) is arranged at the periphery of the bottom of the aircraft and fixedly communicated with a pressure cavity 53; vectoring nozzle assembly 54 includes a front left nozzle assembly 25 and a front right nozzle assembly 27 at the forward end of the aircraft base, a rear left nozzle assembly 21 and a rear right nozzle assembly 23 at the aft end of the aircraft base, and a rear center nozzle assembly 20 at the middle of the aft end of the aircraft base; the tail cone antenna component 30 is positioned in the middle of the rearmost end of the aircraft, and an antenna arranged on the tail cone antenna component is connected with a radio station of the aircraft; the left empennage 11 and the right empennage 13 are positioned at the rear end of the top of the aircraft and at two sides of the tail cone antenna component 30, the left rudder 12 and the right rudder 14 are respectively arranged at the middle-upper parts of the rear parts of the left empennage 11 and the right empennage 13, one end of the left rudder is connected with the left empennage 11 and the right empennage 13, and the other end of the left rudder and the right rudder can swing left and right to control the left and right steering of the aircraft; the left elevator 15 and the right elevator 16 are respectively arranged at the rear end positions of the two wings of the aircraft, one end of the left elevator is connected with the wings, and the other end of the left elevator can swing up and down to control the up-and-down flight direction of the aircraft; the nose landing gear 33 is arranged in the middle of the front end of the bottom of the aircraft, is provided with a motor driving device, can steer left and right and can drive the aircraft to slowly move on the ground; the left rear undercarriage 31 and the right rear undercarriage 32 are arranged at the left side and the right side of the bottom of the wing of the aircraft, and are provided with braking devices, when the aircraft is in a flat flight state, the front undercarriage 33, the left rear undercarriage 31 and the right rear undercarriage 32 can be retracted into the aircraft body and covered by the undercarriage cover plate, so that the bottom of the aircraft body is smooth and integrated, and the frictional resistance of air to the aircraft body in the flight process is reduced.

The jet-propelled air vehicle capable of vertically lifting makes a pressure cavity 53 of an engine into a bearing chassis of the air vehicle so as to reduce the weight of the air vehicle and fully utilize the internal space of the air vehicle, so that the novel jet-propelled aviation power system 9 with the afterburner 51 can jet large-flow high-pressure airflow into the pressure cavity 53 of the air vehicle; a plurality of vector nozzle assemblies 54 which can adjust the flow rate of the ejected air, open and close the ejected air and change the air injection direction up, down, left and right are simultaneously arranged on the pressure cavity 53, so that the air in the pressure cavity 53 is ejected through each related vector nozzle assembly 54 to generate thrust; the pressure chamber 53 is a buffer for high-flow high-pressure airflow, and when the engine of the aircraft changes power, airflow disturbance in the air, ground effect interference and other factors, the high-flow high-pressure airflow sprayed into the pressure chamber 53 fluctuates, the large-capacity low-temperature high-pressure air in the pressure chamber 53 will filter out these fluctuation effects of the airflow, and the airflow can be uniformly sprayed out through the vector nozzle assembly 54 connected to the pressure chamber 53, so that the situation that the thrust of the vector nozzle assembly 54 fluctuates to cause that the posture of the aircraft is difficult to control like the jet vertical lift airplane in the uk and the U.S. F-35 is avoided. The controllability of the aircraft can be improved by adjusting the air flow and the air injection direction of each relevant vector nozzle assembly 54 connected to the aircraft pressure chamber 53, so that the jet type vertical lifting aerial aircraft which has a simple structure, is low in price and easy to control and can be driven by ordinary people like an automobile can be produced.

Because the novel jet aero-power system 9 with the afterburner 51 injects a large flow of high pressure gas into the pressure chamber 53 of the aircraft and then through each vector nozzle assembly 54 connected to the pressure chamber 53, the time for the gas to flow in the aircraft will be prolonged. When the boosting device is started, a large amount of fuel oil sprayed into the airflow by the boosting fuel oil nozzle 45 is primarily combusted in the boosting combustion chamber 51, enters the pressure cavity 53 and is continuously combusted under the environment of high temperature, high pressure and sufficient fresh air, the energy of the fuel oil which is not available for combustion in the boosting combustion chamber 51 is further released, the combustion efficiency of the fuel oil is increased, and meanwhile the thrust of the engine is increased. Thus, the fuel efficiency of the jet-type VTOL aerial vehicle with the pressure chamber will be much greater than the British "ray" and American F-35 jet-type VTOL aircraft without the pressure chamber behind the engine, further increasing the economy of daily use of the jet-type VTOL aerial vehicle and reducing the adverse environmental impact of the fuel.

Because the novel jet aviation power system 9 with the afterburner 51 sprays large-flow high-pressure airflow into the pressure cavity 53 of the aircraft and then sprays the airflow through each vector nozzle assembly 54 connected to the pressure cavity 53, huge noise generated by fuel explosion and combustion in the air suction fan 40, the booster fan 42 and the engine can be isolated and absorbed by a large amount of low-temperature high-pressure air in the pressure cavity 53, energy carried by the huge noise acts in the high-pressure air in the pressure cavity 53, the temperature of the high-pressure air is increased and converted into thrust, only very small noise can be transmitted to the outside of the aircraft, and the civil jet vertically-liftable air craft which is low in noise and can fly in the middle of a city can be produced.

Because the pressure cavity 53 is simultaneously provided with the vector nozzle assemblies 54 which can be closed and opened, can continuously adjust the flow rate of the ejected air and can change the direction of the ejected air, the aircraft can stably vertically take off and land and fly forwards by operating and controlling each nozzle assembly, and the aircraft can hover in the air and slowly move front and back and left and right, so that the functionality and the application range of the jet-propelled vertically liftable aircraft are greatly enhanced; the front left nozzle assembly 25 and the front right nozzle assembly 27 at the front end of the bottom of the aircraft can be closed, opened and can continuously adjust the ejected airflow, airflow control surfaces 55 are arranged on two sides of a Rafel nozzle of the nozzle assemblies, and the airflow control surfaces 55 can swing left and right for 60 degrees, so that the left and right directions of the ejected airflow are changed; the rear left nozzle assembly 21 and the rear right nozzle assembly 23 at the rear end of the bottom of the aircraft can be closed, opened and can continuously adjust the ejected airflow, airflow control surfaces 55 are also arranged on two sides of a Rafel nozzle of the nozzle assemblies, and the airflow control surfaces 55 can swing left and right by 60 degrees, so that the left and right directions of the ejected airflow are changed; the rear left nozzle assembly 21 and the rear right nozzle assembly 23 can also swing upwards by 15 degrees and swing downwards by 105 degrees, so that the up-down direction of the sprayed air flow is changed; when the rear left nozzle assembly 21 and the rear right nozzle assembly 23 rotate upwards by 15 degrees from the horizontal direction, forward and downward thrust is generated to enable the aircraft to fly upwards; when the rear middle nozzle assembly 20 at the middle part of the rear end of the aircraft is closed, the rear left nozzle assembly 21 and the rear right nozzle assembly 23 at the rear end of the bottom of the aircraft rotate downwards by 90 degrees, and generate upward thrust by matching with the opened front left nozzle assembly 25 and the opened front right nozzle assembly 27 to enable the aircraft to vertically lift or hover in the air; the rear left nozzle assembly 21 and the rear right nozzle assembly 23 rotate downwards to be less than 90 degrees, and the front left nozzle assembly 25 and the front right nozzle assembly 27 which are opened are matched to generate upward and forward thrust so that the aircraft is suspended in the air and slowly moves forwards; when the rear left nozzle assembly 21 and the rear right nozzle assembly 23 continue to rotate downwards by more than 90-105 degrees, the front left nozzle assembly 25 and the front right nozzle assembly 27 which are opened in a matching manner generate upward and backward thrust to enable the aircraft to suspend in the air and slowly move backwards; when the front left nozzle assembly 25, the front right nozzle assembly 27, the rear left nozzle assembly 21 and the rear right nozzle assembly 23 at the bottom of the aircraft are all opened, the airflow control surfaces 55 arranged on the front left nozzle assembly, the front right nozzle assembly, the rear left nozzle assembly and the rear right nozzle assembly swing rightwards, the aircraft floats in the air and moves leftwards slowly, the airflow control surfaces 55 swing leftwards, and the aircraft floats in the air and moves rightwards slowly; when the front left nozzle assembly 25, the front right nozzle assembly 27 and the rear middle nozzle assembly 20 in the middle of the rear end of the aircraft are closed, and the spouts of the rear left nozzle assembly 21 and the rear right nozzle assembly 23 in the rear end of the bottom of the aircraft are turned to the horizontal position, the vector nozzles generate forward thrust to enable the aircraft to fly forwards horizontally; the front left nozzle assembly 25, the front right nozzle assembly 27, the rear left nozzle assembly 21 and the rear right nozzle assembly 23 can be closed, only the rear middle nozzle assembly 20 in the middle of the rear end of the aircraft is opened, and forward thrust can be generated to enable the aircraft to fly forwards horizontally; therefore, the rear-middle nozzle assembly 20 at the middle of the rear end of the aircraft can only close, open and continuously adjust the amount of the backward ejected airflow, can not control and change the up, down, left and right directions of the ejected airflow, and mainly provides forward flight thrust for the aircraft in a level flight cruise state.

Vector nozzle assemblies 54 communicated with the pressure cavity 53 are arranged on the periphery of the aircraft, each vector nozzle assembly 54 is in a long-trapezoid shape and comprises a plurality of nozzles, and an outer nozzle is in an expanding horn shape; the uniform and small-fluctuation airflow ejected by each vector nozzle component 54 forms a long and wide ejected airflow surface, and supports the aircraft from the periphery of the aircraft in a large area, so that the stability of the aircraft in the stages of taking off and landing or hovering in the air is greatly improved, and the control of the aircraft is easy and simple; the posture of the air vehicle can be controlled and changed more conveniently, so that the jet-propelled vertical lifting air vehicle is easy to control like an automobile and can be driven by ordinary people.

Different thrust can be generated at two sides of the rear part of the aircraft by controlling different jet flow rates of the air flow jetted backwards by the rear left nozzle assembly 21 and the rear right nozzle assembly 23, so that the left and right steering of the aircraft can be controlled; the left-right steering of the aircraft can be controlled by changing the direction of the ejected airflow through controlling the left-right swing of the airflow control surfaces 55 of the rear left nozzle assembly 21 and the rear right nozzle assembly 23; the left-right steering of the aircraft can also be controlled by controlling the left-right swing of a left rudder 12 and a right rudder 14 which are arranged on the tail wing; the up-down flight direction of the aircraft can be controlled by controlling the up-down jet direction of the airflow jetted by the rear left nozzle assembly 21 and the rear right nozzle assembly 23; the up-and-down flight direction of the aircraft can also be controlled by controlling the up-and-down swing of a left elevator 15 and a right elevator 16 which are arranged on the wings; the connection of the turboshaft aero-engine 48 to the transfer gearbox 44 may be controlled by closing the clutch 46, and multiple turboshaft aero-engines 48 may be used to provide power, or in the event of a failure of one of the turboshaft aero-engines 48, only one normal turboshaft aero-engine 48 may be used to drive the suction fan 40 and the booster fan 42 through the transfer gearbox 44 to rotate in opposite directions to continue to provide power to the aircraft. Therefore, the jet-propelled vertical lifting aerial vehicle is provided with a plurality of sets of components for controlling the left and right flight directions and the up and down flight directions of the aerial vehicle, has a multiple redundant control system, and greatly improves the control performance and the safety of the aerial vehicle.

The air intake and supercharging efficiency is increased by using two counter-rotating fans, and the turboshaft aircraft engine 48 is used as a core machine to save fuel; the plurality of turboshaft aero-engines 48 are connected with the transmission gear box 44 through the clutch 46, the on-off of each turboshaft aero-engine 48 in the power system is controlled through the on-off of the clutch 46, the whole power system can only operate one turboshaft aero-engine 48 or a plurality of turboshaft aero-engines 48 to operate simultaneously, the transmission gear box 44 drives the air suction fan 40 and the booster fan 42 to rotate oppositely, low-temperature high-flow air flow is provided for the pressure cavity 53, the air flow is ejected outwards through the vector nozzle assemblies 54 communicated with the pressure cavity 53 to generate thrust, and a set of environment-friendly and energy-saving jet-type turbofan aero-power system with the ultrahigh bypass ratio exceeding 20 and the temperature of the air flow ejected out of the aircraft is lower than 100 ℃ when the thrust augmentation device is not opened is formed.

The novel jet aviation power system 9 can greatly improve the efficiency of the power system by using two counter-rotating fans to suck and pressurize, and besides reducing the weight of the power system and simplifying the structure of the power system because the stators of the fans are removed. According to the use experience of an' 70 military transport plane which adopts contra-rotating propellers to provide power in Russia, the engine which adopts the double contra-rotating propellers as the power can save 20 to 30 percent of fuel compared with the engine which adopts a single propeller to provide the same thrust. Experience with some helicopters using counter-rotating propellers of the bi-type also shows that with the same power engine drive, the lift of the helicopter using the counter-rotating propellers of the bi-type is 10% -12% higher than that of the helicopter using the single propeller design. In the power system, two counter-rotating fans are adopted to suck large-flow airflow and pressurize the airflow from 1atm to 2.5atm-3atm, the airflow is sprayed into a pressure cavity 53 of the power system through an afterburner 51 behind the counter-rotating fans, and then the airflow is sprayed out through a communicating pressure cavity 53 and vector nozzle assemblies 54 arranged around the aircraft to be converted into thrust of the aircraft, so that the thrust generated by the power system can be increased by about 10% -12%.

The fresh air sucked by the turboshaft aero-engine 48 through the engine intake duct 49 is high-pressure air which is introduced from the rear of the two counter-rotating fans and has a pressurized pressure of 2.5atm to 3atm, so that the power generated by the turboshaft aero-engine 48 is increased by more than 20% compared with the same power engine which is installed on a common helicopter and directly sucks air with a pressure of 1atm from the outside, and like an automobile engine provided with a turbo-charging device, the power generated by the turboshaft aero-engine 48 is increased by more than 20% compared with the same power engine.

About 20% of the power generated by a turboshaft aero-engine installed on a common helicopter is distributed to a tail rotor of the helicopter for overcoming the centrifugal force generated when a large propeller of the helicopter rotates, maintaining the balance of the helicopter, enabling a fuselage to not rotate, and not playing a role in the process of providing lift force for the helicopter. Therefore, the turboshaft aero-engine 48 installed in the power system can provide lift for the aircraft, and due to the delicate design arrangement, the lift can be increased by about 30% -50% in theory compared with the turboshaft aero-engine with the same power installed on a common helicopter.

To more clearly illustrate the advanced features of the present invention, we explain in detail with an example: if two domestic turboshaft sixteen aircraft engines with the maximum power of 1500KW are adopted (in this example, two turboshaft sixteen aircraft engines are installed on the left side and the right side of the transmission gear box 44, in fact, two turboshaft 16 aircraft engines can be installed in the up-down direction of the transmission gear box 44, four turboshaft sixteen aircraft engines can be installed in the whole system at the same time, the separation and operation of each turboshaft aircraft engine 48 in the power system can be controlled by opening and closing the clutch 46 connected with each turboshaft aircraft engine 48, the whole power system can be controlled to operate only one turboshaft aircraft engine 48 or multiple turboshaft aircraft engines 48 at the same time to output the power, the transmission gear box 44 drives the suction fan 40 and the booster fan 42 to rotate in opposite directions, and a suction fan with the diameter of 1.3 meters is used, the jet fan can provide 230 kilograms of low-temperature high-pressure air with the temperature lower than 100 ℃ and the temperature of 2.5atm to 3atm to the pressure cavity 53 approximately, and then the vector nozzle assembly 54 connected with the pressure cavity 53 jets out airflow to generate about 8 tons of thrust (the jet fan assembly in the vertical lifting force of the jet fan assembly in the united states, the jet fan assembly generates 27 kilograms of cold air per second, and the lift force of the jet fan assembly is 9.9 meters).

The American 'Apache' armed helicopter has a maximum take-off weight of 10 tons and is provided with two T-700-GE-701C turboshaft aero-engines with the maximum output power of 1800 kilowatts of GE company; the Wujia helicopter in China has the maximum takeoff weight of 6 tons and is provided with two domestic turboshaft 9 aero-engines with the maximum output power of 1200 kilowatts.

Although the large propeller of the helicopter can provide larger lift force for the helicopter due to the large diameter, the lift force provided by the aircraft can be increased by about 30% -50% compared with that of a turboshaft aero-engine with the same power mounted on a common helicopter by two 1500KW domestic turboshaft sixteen aero-engines mounted on an aerial aircraft through the ingenious design arrangement. Therefore, the suction fan and the booster fan are driven to rotate oppositely by two domestic sixteen-vortex-shaft aero-engines with 1500KW power, large-flow low-temperature high-pressure airflow is provided for the pressure cavity, 8 tons of downward thrust is provided for the aerial aircraft under the condition that no force applying device is arranged, and 3000KW power output by the two sixteen-vortex-shaft aero-engines is enough.

At this time, the air flow flowing into the combustion chamber of the two turbo shaft sixteen aeronautical engines is only 10 kilograms per second (the air suction amount when the two turbo shaft sixteen aeronautical engines generate the highest power), so that the bypass ratio of the whole power system is as high as 230/10=23, and the jet aeronautical power system is the highest bypass ratio in the world at present.

Under the condition that the power augmentation device is not started, the oil consumption rate of the whole power system is about 900 kilograms per hour (the highest oil consumption rate per hour when two turbo shaft sixteen aeronautical engines generate the maximum power), only one of about five parts of the oil consumption rate of British 'ray type' and American F-35 jet type vertical lift aircrafts of the small-bypass-ratio turbofan aeronautical engines are adopted (the temperature of air flow sprayed by the small-bypass-ratio turbofan aeronautical engines when the power augmentation device is not started is about 1000 ℃, and the temperature of air flow sprayed by the novel jet aeronautical power system 9 when the power augmentation device is not started is lower than 100 ℃, so the oil consumption rate under the normal operation state is very low), the effective range of the aircraft is greatly increased, the daily use cost is greatly reduced, and the advantage of using the civil turboshaft aeronautical engine as the core engine with the ultrahigh-bypass ratio is fully shown.

Due to the ultra-high bypass ratio of the entire power system, the majority of the 230 kg of air passing through the pressure chamber 53 per second is fresh air that has not been combusted, has a pressure of 2.5atm to 3atm, and has a temperature of less than 100 ℃. If the booster is activated to inject about ten kilograms of fuel oil into the booster combustion chamber 51 per second (as calculated, 230 kilograms of air are heated from 100 ℃ to 1800 ℃ and 8 kilograms of aviation kerosene are required, and some unknown loss is reserved at the position and is set to 10 kilograms), the air temperature of 230 kilograms per second passing through the pressure chamber 53 can be raised to about 1800 ℃ (the temperature of the air flow ejected when the turbofan aircraft engine with the booster is activated to the booster is about 1800 ℃), the thrust generated by the whole power system can exceed 17 tons (as calculated, the thrust generated by the whole power system is 17.52 tons when the temperature of the ejected air flow is 1800 ℃):

f2 (plus) = F + F0.07 x (1800-100)/100 =2.19 x F =2.19 x 8=17.52 ton

The vertical takeoff of the aircraft with the maximum takeoff weight of 16 tons (through calculation, oxygen contained in 230 kilograms of air is completely combusted, 15 kilograms of aviation kerosene is needed, the generated heat can heat 230 kilograms of air from 100 ℃ to about 3500 ℃, the thrust generated by a power system can exceed 19 tons, some unknown losses and limits on materials and processes in engineering manufacturing are reserved, so that the power system is only designed to heat to 1800 ℃ to generate 17 tons of thrust.

Because the appearance of the aerial aircraft adopts a streamline fuselage which is integrated with a wing body like a devil fish and has excellent aerodynamic performance, in the ascending stage, the horizontal flying speed only needs to exceed 100 kilometers per hour to generate enough air lift force, so that the aircraft excessively changes from the takeoff state to the normal flying state, a power system does not need to continuously provide downward thrust, the weight of the aircraft is supported, and the aircraft floats in the air. The thrust generated by the power system can be used for providing forward flight power for the aircraft. Therefore, in the initial stage of vertical takeoff, the aircraft only needs to start the thrust augmentation device for one minute, approximately 600 kilograms of fuel oil is consumed, the flat flying speed of the aircraft exceeds 100 kilometers per hour, and the takeoff state is transited to the normal flight state.

In the vertical takeoff phase, the flat flight speed of the airplane which is not the airplane with the wing body integrated with the streamline fuselage, like a jet type vertical takeoff airplane of the british 'ray' type and the American F-35 type, can reach 324 kilometers per hour to generate enough air lift force, so that the airplane is in a transition from the takeoff state to the normal flight state. When the flat flying speed reaches 324 kilometers per hour, the time for starting the force application device is prolonged, at least more than 3 minutes is needed, and the consumed fuel oil is more than 1800 kilograms.

Because the appearance of the aerial vehicle adopts the streamlined body 1 with the integrated wing body like the devil fish, more than one ton of fuel oil can be saved by taking off vertically each time, the carrying capacity of the aerial vehicle is increased by more than one ton, the effective range of the aerial vehicle can be increased, the fuel oil consumption is reduced, and good economic benefit is generated.

The aircraft is in the cruise level flight state in most of the whole voyage, and the engine only needs to provide thrust of about 10% of the total weight of the aircraft to maintain the cruise level flight state of the aircraft; when the aircraft is in an acceleration state, the engine needs to provide thrust of about 30% of the total weight of the aircraft to maintain the acceleration state of the aircraft, and the civil aircraft is in the state when sliding and taking off on an airport runway; when the aircraft is in a vertical takeoff state, the engine needs to provide more than 105% of thrust of the total weight of the aircraft to enable the aircraft to take off vertically. Therefore, the jet-propelled vertical liftable aerial craft requires an engine to have a wide power output range, and all jet-propelled power systems in the world at present cannot provide the wide power output range under the condition of saving fuel, like jet-propelled power systems used by jet-propelled vertical liftable aircrafts in the United kingdom and jet-propelled vertical liftable aircrafts in the United kingdom, the temperature of the ejected airflow is about 1000 ℃ when the cruise flight state of the aircraft is maintained, the temperature of the ejected airflow is about 1800 ℃ when the thrust augmentation device is started in the vertical takeoff state, the fuel consumption rate is not very high, the aircraft is in a high fuel consumption state in the whole voyage, the effective voyage of the aircraft is greatly reduced, and the daily use cost is greatly increased. The temperature of the ejected air flow of the novel jet aviation power system 9 is lower than 100 ℃ when the cruise level flight state of the aircraft is maintained, and is about 1800 ℃ when the power device is started in the vertical takeoff state, so that the power output range of the whole power system is wide, and the oil consumption rate is greatly different. Thus, the fuel consumption of the aircraft is much lower than that of the British's "ray" jet vertical lift aircraft in the United states of America F-35.

Two turboshaft aero-engines 48 adopted by the novel jet aero-power system 9 are connected with a transmission gear box 44 through a clutch 46, and then drive the air suction fan 40 and the booster fan 42 to rotate in opposite directions. The clutch 46 is opened and closed, so that the connection and disconnection between the turboshaft aero-engine 48 and the transmission gearbox 44 can be conveniently controlled. This design allows for the possibility of disengaging one of the turboshaft aero-engines 48 from the transfer gearbox 44 by means of the clutch 46 in the event of a failure of one of the turboshaft aero-engines 48, and simply using the other normal turboshaft aero-engine 48 to drive the suction fan 40 and booster fan 42 in rotation in opposite directions to continue to provide power to the aircraft and increase the safety factor of the aircraft. When the aircraft is in the cruise flight state, only a small amount of thrust of about 10 percent of the total weight of the aircraft is required to be provided to maintain the cruise flight state of the aircraft, and the function can be utilized to only start one turboshaft aircraft engine 48, and the other aircraft is in the stop state, so that fuel is greatly saved, and the effective range of the aircraft is increased.

In the example given above, if we start only one domestic turboshaft sixteen-aero engine with the maximum power of 1500KW, it can provide 2-4 tons of thrust for the aircraft, completely meeting the power requirement of the aircraft with the maximum takeoff weight of 16 tons in the cruise flight state, but the oil consumption of the aircraft can be halved to about 200-400 kg per hour. Because the aircraft is in the cruise flight state in most of the whole voyage, under the condition of carrying fuel oil with the same weight, the effective voyage of the aircraft is doubled by the unique function of starting only one core machine to provide power through the on and off of the clutch, thereby generating great economic benefit. If an aircraft with the maximum takeoff weight of 16 tons carries 5 tons of fuel oil, wherein 1 ton of fuel oil is reserved for the use of the aircraft during vertical takeoff and landing, the carried 4 tons of fuel oil can enable the aircraft to fly for more than ten hours in a cruising and level-flying state, and if the speed per hour of the aircraft is 900 kilometers per hour like an ordinary civil aircraft, the effective flight distance of the aircraft can far exceed 1 kilometer and is close to 1.5 kilometers.

When the jet-propelled vertically-liftable aerial aircraft with the maximum takeoff weight of 16 tons is ready to take off, the aircraft is driven to a proper takeoff position and is turned to a proper takeoff direction through the motor driving and steering device of the nose landing gear 33, the middle air inlet cover plate 6 at the top of the aircraft is opened backwards, the rear middle nozzle assembly 20 in the middle of the rear end of the aircraft is closed, and the rear left nozzle assembly 21 and the rear right nozzle assembly 23 are turned to 90 degrees below the rear middle nozzle assembly from the horizontal direction; opening the front left nozzle assembly 25, the front right nozzle assembly 27, the rear left nozzle assembly 21 and the rear right nozzle assembly 23 to the maximum air injection amount and starting the engine, wherein at the moment, the four vector nozzle assemblies 54 simultaneously inject air flow with the air pressure of 2.5atm-3atm and the temperature of less than 100 ℃ downwards, then starting the boosting device, the boosting fuel nozzle 45 injects about ten kilograms of fuel oil into the boosting combustion chamber 51 every second, the temperature of the downwards injected air flow is raised to about 1800 ℃, the total thrust of the four vector nozzle assemblies 54 is over 17 tons, the fluctuation is small, and the uniform air flow forms a long and wide injected air flow surface, the aircraft is supported and supported from the periphery of the aircraft in a large area, and the aircraft is in a take-off state of vertically rising and raising the aircraft nose upwards by 30-60 degrees by adjusting the air flow rates of the injected air flow of the front left nozzle assembly 25, the front right nozzle assembly 27, the rear left nozzle assembly 21 and the rear right nozzle assembly 23; when the aircraft is 2-3 meters away from the ground, the rear left nozzle assembly 21 and the rear right nozzle assembly 23 are slowly turned to the rear, and the air flow quantity sprayed out of the front left nozzle assembly 25 and the front right nozzle assembly 27 is slowly reduced, so that the aircraft flies forwards and upwards; after about one minute, when the flat flight speed of the forward flight of the aircraft exceeds 100 kilometers per hour, the thrust augmentation device is closed, and only two turboshaft 16 aero-engines are used for providing the thrust of about 8 tons for the aircraft; after the aircraft flies to a desired height, closing the middle air inlet cover plate 6 at the top of the aircraft, gradually slowly turning the rear left nozzle assembly 21 and the rear right nozzle assembly 23 to the rear, gradually and slowly reducing the sprayed air flow of the front left nozzle assembly 25 and the front right nozzle assembly 27, slowly opening the rear middle nozzle assembly 20 in the middle of the rear end of the aircraft, and gradually increasing the sprayed air flow of the rear middle nozzle assembly 20 to the maximum; the air flow rates of the front left nozzle assembly 25 and the front right nozzle assembly 27 are completely shut off until the rear left nozzle assembly 21 and the rear right nozzle assembly 23 are completely turned to the rear horizontal position.

After the aircraft enters a cruise level flight state, the front undercarriage 33, the rear left undercarriage 31 and the rear right undercarriage 32 can be retracted into the aircraft body and covered by the undercarriage cover plate, so that the bottom of the aircraft body is smooth and integrated, and the frictional resistance of air to the aircraft body in the flight process is reduced. At this time, only one aircraft engine 48 can be used for providing power according to the requirement, and if the aircraft is in the downwind position, the aircraft engine 48 can even be considered to be closed, and the middle air inlet cover plate 6 at the top of the aircraft can be opened, so that the aircraft can be in the downwind gliding flight state to save fuel.

When the aircraft is about to arrive at the destination, the power is adjusted to be minimum, the middle air inlet cover plate 6 at the top of the aircraft is opened, the resistance of air is increased, the aircraft descends slowly, the rear left nozzle assembly 21 and the rear right nozzle assembly 23 are rotated to 60-90 degrees below the horizontal direction, the rear middle nozzle assembly 20 in the middle of the rear end of the aircraft is closed slowly while the front left nozzle assembly 25, the front right nozzle assembly 27, the rear left nozzle assembly 21 and the rear right nozzle assembly 23 are opened slowly, the aircraft descends slowly to the sky above the destination, the front undercarriage 33, the rear left undercarriage 31 and the rear right undercarriage 32 are put down, and the postures of the accelerator and the aircraft are adjusted to enable the aircraft to descend slowly at the destination; because the appearance of the aerial aircraft adopts a streamline fuselage which is integrated with a wing body and has excellent pneumatic performance like devil fish, in the landing stage, a large amount of fuel oil is not needed to be consumed to open the thrust augmentation device, huge bearing force is provided for the aircraft, and the aircraft can slowly land to a destination only by the resistance of air to the aircraft.

The foregoing is a more detailed description of the present invention in connection with specific preferred embodiments and is not intended to limit the practice of the invention to these embodiments. For those skilled in the art to which the invention pertains, several simple deductions or substitutions can be made without departing from the spirit of the invention, and all should be considered as belonging to the protection scope of the invention.

Claims

1. A novel jet-propelled vertical lifting aircraft is characterized by comprising a devil fish appearance wing body integrated streamline fuselage, a left air inlet channel, a right air inlet channel, a middle air inlet cover plate, a middle air inlet channel, a jet-propelled aircraft power system, a left vertical tail wing, a left rudder, a right vertical tail wing, a right rudder, a left elevator, a right elevator, a tail cone antenna component, a rear middle nozzle component, a rear left nozzle component, a rear right nozzle component, a front left nozzle component, a front right nozzle component, a front undercarriage, a rear left undercarriage and a rear right undercarriage; the left air inlet, the right air inlet and the middle air inlet are all positioned in the middle section of the top of the aircraft and are respectively communicated with the left air inlet channel, the right air inlet channel and the middle air inlet channel; the left air inlet and the right air inlet are positioned on two sides of the front part of the middle air inlet; the middle air inlet channel is a cubic space, the upper side surface of the middle air inlet channel is the middle air inlet, the area of the lower side surface of the middle air inlet channel is equal to the area of the middle air inlet channel, the height and the width of the rear side surface of the middle air inlet channel are larger than the diameter of an air suction fan in the jet aero-power system, the rear side surface of the middle air inlet channel is communicated with the air suction fan to serve as an air inlet of the air suction fan, and the side surfaces of the two sides of the middle air inlet channel are respectively communicated with the left air inlet channel and the right air inlet channel; the middle air inlet cover plate is positioned above the middle air inlet, has an area larger than that of the middle air inlet and covers the middle air inlet, and the rear part of the middle air inlet cover plate is connected with the machine body and can be opened from front to top to expose the middle air inlet below; the jet aviation power system comprises an air suction fan, an air suction fan transmission shaft, a booster fan transmission shaft, a transmission gear box, a boosting fuel nozzle, a boosting combustion chamber, a clutch, a power transmission shaft, a plurality of turboshaft aviation engines, an engine air inlet pipeline, an engine exhaust pipeline, a pressure cavity and a plurality of vector nozzle assemblies; the booster fan transmission gear in the transmission gear box is in a cone shape, a cylindrical space is arranged in the middle of the booster fan transmission gear, a cylindrical space is also arranged in the middle of the booster fan transmission shaft and is fixedly connected with the booster fan transmission gear, and the diameter of the cylindrical space in the middle of the booster fan transmission shaft is equal to the diameter of the cylindrical space in the middle of the booster fan transmission gear and is larger than the outer diameter of the suction fan transmission shaft; the air suction fan transmission shaft penetrates through the hollow cylinder space of the booster fan transmission shaft and the booster fan transmission gear to fixedly connect the air suction fan with the air suction fan transmission gear which is also in a cone shape in the transmission gear box; the power transmission gear in the transmission gear box is also in a cone shape, and the turboshaft aero-engine is connected with the power transmission gear through the clutch and the power transmission shaft; the shaft power output by the rotation of the turboshaft aero-engine drives the booster fan transmission gear and the suction fan transmission gear to rotate oppositely through the rotation of the power transmission gear, and drives the suction fan and the booster fan to rotate oppositely through the suction fan transmission shaft and the booster fan transmission shaft simultaneously to suck and pressurize air; the engine air inlet pipeline is communicated with an air inlet of the turboshaft aero-engine and the rear part of the booster fan, and high-pressure fresh air boosted by the booster fan is provided for the turboshaft aero-engine; the engine exhaust pipeline is communicated with an exhaust port of the turboshaft aero-engine and the pressure cavity, and high-temperature exhaust gas burnt by the turboshaft aero-engine is discharged into the pressure cavity; the afterburner is positioned at the rear part of the afterburner fuel nozzle and is fixedly communicated with the pressure cavity through a pressure cavity air inlet; the pressure cavity is arranged at the bottom of the aircraft and is used as a load-bearing chassis of the aircraft to become a load-bearing supporting component of the aircraft body; the vector spray pipe assembly is arranged on the periphery of the bottom of the aircraft and fixedly communicated with the pressure cavity; the vector spray pipe assembly comprises a front left nozzle assembly and a front right nozzle assembly which are positioned at the front end of the bottom of the aircraft, a rear left nozzle assembly and a rear right nozzle assembly which are positioned at the rear end of the bottom of the aircraft, and a rear middle nozzle assembly which is positioned in the middle of the rear end of the bottom of the aircraft; the airflow control surface of the vector spray pipe assembly comprises a front left nozzle assembly and a front right nozzle assembly which are arranged at the front end of the bottom of the aircraft, and the airflow control surface of the rear left nozzle assembly, the airflow control surface of the front right nozzle assembly, the airflow control surface of the rear left nozzle assembly and the airflow control surface of the rear right nozzle assembly which are arranged at the rear end of the bottom of the aircraft; the tail cone antenna component is positioned in the middle of the rearmost end of the aircraft, and an antenna arranged on the tail cone antenna component is connected with a radio station of the aircraft; the left vertical tail wing and the right vertical tail wing are positioned at the rear end of the top of the aircraft and at two sides of the tail cone antenna component, the left rudder and the right rudder are respectively arranged at the middle upper parts of the rear parts of the left vertical tail wing and the right vertical tail wing, one end of the left rudder and the right rudder is connected with the left vertical tail wing and the right vertical tail wing, and the other end of the left rudder and the right rudder can swing left and right to control the left and right flight directions of the aircraft; the left elevator and the right elevator are respectively arranged at the tail ends of the rear parts of two wings of the aircraft, one end of the left elevator is connected with the wings, and the other end of the left elevator and the right elevator can swing up and down to control the up-and-down flight direction of the aircraft; the nose landing gear is arranged in the middle of the front end of the bottom of the aircraft, is provided with a motor driving device, can steer left and right and can drive the aircraft to slowly move on the ground; the rear left undercarriage and the rear right undercarriage are arranged at the left side and the right side of the rear end of the bottom of the aircraft, and are provided with brake devices, and the nose undercarriage, the rear left undercarriage and the rear right undercarriage can be retracted into the aircraft body when the aircraft is in a flat flight state.

2. The novel jet-propelled vertically liftable aircraft according to claim 1, wherein the jet-propelled aero dynamic system provides thrust and lift for the aircraft by sucking and pressurizing a large flow of air by the suction fan and the booster fan, flowing into the pressure chamber through the afterburner, and then being ejected out of the aircraft by the rear middle nozzle assembly, the rear left nozzle assembly, the rear right nozzle assembly, the front left nozzle assembly and the front right nozzle assembly which are installed around the bottom of the aircraft and fixedly communicated with the pressure chamber; in the vertical takeoff and landing stages of the aircraft, the rear left nozzle assembly, the rear right nozzle assembly, the front left nozzle assembly and the front right nozzle assembly downwards spray airflow to provide lift force for the aircraft, and an airflow supporting surface with a wide range is formed around the bottom of the aircraft; in the cruise flight stage of the aircraft, the rear middle nozzle assembly, the rear left nozzle assembly and the rear right nozzle assembly spray airflow backwards to provide thrust for the aircraft, and an airflow thrust surface with a wide range is formed at the rear part of the aircraft; each vector spray pipe assembly has the functions of adjusting the flow rate of the sprayed air and opening and closing the sprayed air.

3. The novel jet-type vertically liftable aircraft according to claim 1, wherein the jet-type aero-power system uses two counter-rotating fans to increase air suction and pressurization efficiency, uses a plurality of civil-use scroll aero-engines as core machines to save fuel, drives the air suction fans and the pressurization fans to rotate in opposite directions through the transmission gear box, provides low-temperature high-pressure large-flow air flow for the pressure chamber, and then jets out air flow to the outside through each vector jet pipe assembly communicated with the pressure chamber to generate thrust, so as to form a jet-type turbofan aero-power system which has a bypass ratio of more than 20, jets out the air flow outside the aircraft at a temperature of less than 100 ℃ without starting a booster, has an ultrahigh bypass ratio, and is green and energy-saving.

4. The novel jet-type vertically liftable aircraft according to claim 1, wherein the jet-type aeronautical power system injects a large flow of sucked and pressurized air into the pressure chamber of the aircraft and then injects the large flow of sucked and pressurized air out through each vector nozzle assembly communicated with the pressure chamber, and the pressure chamber is used as a buffer for the air injected by each vector nozzle assembly; the noise generated by the air suction fan and the booster fan and the huge noise generated by fuel oil explosion and combustion in the turboshaft aero-engine are isolated and absorbed by low-temperature high-pressure air in the pressure cavity, and the pressure cavity is used as a high-efficiency sound insulation device of the jet aero-power system; when the boosting device is started, the boosting fuel nozzle sprays a large amount of fuel into high-pressure airflow flowing through the boosting combustion chamber, part of the fuel is preliminarily combusted in the boosting combustion chamber to generate high temperature, the fuel which is not combusted but gasified by the high temperature flows into the pressure cavity along with the high-pressure airflow, and the high-pressure air is mixed in the pressure cavity for further combustion; the huge space of the pressure cavity can prolong the combustion time of fuel oil in the aircraft, fully release the energy contained in the fuel oil and increase the use benefit of the fuel oil.

5. The novel jet vertically liftable aircraft according to claim 1, wherein in the jet aero dynamic system, the front left nozzle assembly airflow control surface, the front right nozzle assembly airflow control surface, the rear left nozzle assembly airflow control surface and the rear right nozzle assembly airflow control surface can swing left and right by 60 degrees, so that the left and right jet directions of the airflow ejected by the four nozzle assemblies are changed; the rear left nozzle assembly and the rear right nozzle assembly can also rotate upwards by 15 degrees and downwards by 105 degrees from the horizontal direction, so that the up-down and front-back directions of air flows sprayed by the two nozzle assemblies are changed; the front left nozzle assembly and the front right nozzle assembly can only spray air flow downwards, and the vertical direction of the sprayed air flow cannot be changed; the rear middle nozzle assembly can only spray air flow backwards, and cannot change the vertical and horizontal directions of the sprayed air flow.

6. The novel jet-propelled vertically liftable aircraft according to claim 1, wherein the jet-propelled aero power system is capable of starting the thrust augmentation device to substantially increase the thrust output by the aircraft power system when the power system is required to provide thrust exceeding the takeoff weight of the aircraft in the vertical lifting stage of the aircraft, and the jet-propelled aero power system is capable of providing thrust exceeding 50% -110% of the takeoff weight of the aircraft; in the cruising flight phase of the aircraft, all the turboshaft aero-engines installed in the jet aero-power system can be used for simultaneously providing power, and thrust of 30% -50% of takeoff weight is provided for the aircraft; and only one of the turboshaft aero-engines can be used for providing power by controlling the switch of the clutch in the jet aero-power system, so that the thrust of 10% -30% of the takeoff weight is provided for the aircraft.

7. The novel jet-propelled vertical liftable aircraft according to claim 1, wherein the fairy fish-shaped wing body is a streamlined body, so that the fairy fish-shaped vertical liftable aircraft has excellent aerodynamic performance, and can generate enough lift force only at a low horizontal flying speed, so as to support the weight of the aircraft in the air and enable the aircraft to transition from a vertical lifting state to a horizontal flying state; when the aircraft is in a downwind flight stage or in a gliding state, all the turboshaft aero-engines installed in the jet aero-power system can be closed, and the aircraft can fly in an unpowered manner by controlling the elevator and the rudder like a glider by utilizing the fuselage design with excellent aerodynamic performance of the aircraft; when the power system of the aircraft has serious faults and can not be used at all, the aircraft can fly without power like a glider by controlling the elevator and the rudder of the aircraft, so that the aircraft can land safely.

8. The novel jet-propelled vertical liftable aircraft as claimed in claim 1, wherein during the vertical takeoff and landing phases of the aircraft, the intermediate air inlet cover plate can be opened backwards, and a large amount of air is sucked into the power system of the aircraft through the intermediate air inlet, so that a great upward suction force is generated on the aircraft, and the downward thrust output by the power system of the aircraft is increased; in the downwind flight stage of the aircraft, the middle air inlet cover plate is opened backwards, so that the thrust of downwind airflow to the aircraft can be greatly increased, and the effect of saving fuel oil is achieved; when the aircraft lands on the airport runway, the middle air inlet cover plate is opened backwards, so that the resistance of the head-on airflow to the aircraft can be greatly increased, and the sliding distance of the aircraft during landing is shortened.

9. The novel jet-propelled vertical liftable aircraft according to claim 1, wherein the left and right steering of the aircraft can be controlled by controlling different jet flow rates of the rear left nozzle assembly and the rear right nozzle assembly to generate different thrust forces at the two sides of the rear part of the aircraft; the left-right steering of the aircraft can be controlled by controlling the left-right swing of the airflow control surface of the rear left nozzle assembly and the airflow control surface of the rear right nozzle assembly; the left and right steering of the aircraft can also be controlled by controlling the left and right swinging of the left rudder and the right rudder which are arranged on the left vertical tail wing and the right vertical tail wing of the aircraft; the up-down flight direction of the aircraft can be controlled by controlling the up-down jet direction of the airflow jetted by the rear left nozzle assembly and the rear right nozzle assembly; the up-and-down flight direction of the aircraft can also be controlled by controlling the up-and-down swing of the left elevator and the right elevator which are arranged on the wings of the aircraft; when the aircraft hovers in the air, the aircraft can slowly move left and right by controlling the left-right swinging of the airflow control surface of the front left nozzle assembly, the airflow control surface of the front right nozzle assembly, the airflow control surface of the rear left nozzle assembly and the airflow control surface of the rear right nozzle assembly; the aircraft can also be slowly moved back and forth by controlling the rear left nozzle assembly and the rear right nozzle assembly of the aircraft to rotate backwards by 1-90 degrees or rotate forwards by 1-15 degrees from the vertical direction; can be through control aircraft closing of clutch control the turboshaft aeroengine with the connection of transmission gear box uses many the turboshaft aeroengine provides power simultaneously, or some when the turboshaft aeroengine breaks down, only use one of them normal of aircraft the turboshaft aeroengine, through transmission gear box drives the suction fan with booster fan's rotation in opposite directions continues to provide power for the aircraft.

10. A novel jet aero-dynamic system, characterized in that it is applied to the novel jet vertically liftable aircraft according to any of claims 1 to 9.