CN117550067A - an aircraft - Google Patents

Abstract

The application discloses an aircraft, include: the structural system comprises a bearing main body and a plurality of supporting arms extending from the periphery of the bearing main body; the vector thrust system comprises a plurality of first deflection mechanisms correspondingly arranged on the plurality of support arms and a plurality of groups of power devices correspondingly arranged on the plurality of first deflection mechanisms; the first deflection mechanism is movably connected with the supporting arm and is arranged to adjust the power output direction of the power device so as to control the gesture of the aircraft.

Description

an aircraft

Technical field

This article relates to aircraft technology, particularly an aircraft.

Background technique

In the civilian field, because small and medium-sized aircraft have the advantages of simple structure and low cost, they are also widely used in meteorological observation, environmental detection, geodesy, disaster prevention and relief, military and other aspects. Especially in the military field, small and medium-sized aircraft have good concealment and are particularly suitable as reconnaissance and attack weapons. However, existing aircraft have low flight flexibility and stability, which brings huge safety risks to the aircraft.

Contents of the invention

This application provides an aircraft with high flight stability and flexibility.

The present application provides an aircraft, including: a structural system including a load-bearing body and a plurality of support arms extending from around the load-bearing body; a vector thrust system including a plurality of third support arms correspondingly installed on the support arms. A deflection mechanism, and multiple sets of power devices corresponding to the plurality of first deflection mechanisms; the first deflection mechanism is movably connected to the support arm and is configured to adjust the power output direction of the power device, thereby controlling The attitude of the aircraft.

In an exemplary embodiment, multiple groups of the power units are distributed in an array and arranged symmetrically along the width direction of the aircraft; and/or one group of the power units includes one or more engines.

In an exemplary embodiment, the first deflection mechanism is rotatably connected to the support arm and is configured to drive the power device to rotate relative to the support arm around a first rotation axis to adjust the power of the power device. Output direction; the first rotation axis extends along the width direction of the structural system and is configured to control the pitch attitude of the aircraft.

In an exemplary embodiment, the first deflection mechanism includes a barrel base, and the power device is set in the barrel base;

The vector thrust system also includes a first rotation shaft and a first driving device, the first rotation shaft is connected to the barrel seat and the support arm, the first driving device is connected to the first rotation shaft, and is configured The first rotation axis is driven to rotate, so as to drive the cylinder base and the power device to rotate around the first rotation axis.

In an exemplary embodiment, the first deflection mechanism is configured to adjust the power output direction of the power device to control the pitch attitude of the aircraft;

The vector thrust system further includes a second deflection mechanism configured to adjust the power output direction of the power device to control the yaw attitude and roll attitude of the aircraft.

In an exemplary embodiment, the power device includes a main body and a nozzle connected to the main body; the second deflection mechanism is installed correspondingly to the nozzle and is configured to adjust the direction of the air flow injected by the nozzle. , thereby adjusting the power output direction of the power device.

In an exemplary embodiment, the second deflection mechanism includes a nozzle cover. The nozzle cover is provided at the outlet end of the nozzle and can swing relative to the nozzle to adjust the spray direction of the nozzle. airflow direction;

The vector thrust system also includes a second rotation axis and a second driving device, the second rotation axis is directly or indirectly connected to the nozzle cover; the second driving device is connected to the second rotation axis, and is configured to The second rotation axis is driven to rotate, so as to drive the nozzle cover to swing around the second rotation axis.

In an exemplary embodiment, the power device further includes a connection seat connected to the main body and provided on the peripheral side of the nozzle, and the second rotation axis connects the nozzle cover and the connection seat.

In an exemplary embodiment, the power plant includes a plurality of engines, the second deflection mechanism includes a plurality of nozzle covers respectively provided corresponding to the engines of a group of power plants, and the second deflection mechanism The mechanism also includes a linkage shaft connecting the plurality of nozzle covers.

In an exemplary embodiment, the plurality of sets of power devices are located on the upper side of the center of gravity of the aircraft and distributed around the central position of the aircraft.

In an exemplary embodiment, the aircraft further includes a flight control system provided on the structural system. The flight control system includes a flight controller electrically connected to the vector thrust system, and a flight controller electrically connected to the vector thrust system. A control device connected to the controller, a sensor for sensing flight information, and a display device; the flight controller is configured to receive signals sent by the control device and the sensor to control the vector thrust system and perform operations through the display device show.

In an exemplary embodiment, the carrying body includes a head, a tail and a seat connecting the head and the tail. The head is provided with a protective device, and the control device includes an operating handle provided on the head. .

In an exemplary embodiment, the aircraft further includes an energy system provided on the structural system and configured to provide energy for the power device; the energy system includes a plurality of fuel tanks distributed on the carrying body.

In an exemplary embodiment, the structural system further includes a plurality of support legs supporting the carrying body, and support wheels provided on the support legs.

In an exemplary embodiment, the power plant includes at least one engine using a micro-turbojet engine or a turbofan engine.

Compared with related technologies, the aircraft in the embodiment of the present application can adjust the thrust direction of the aircraft's power device by setting a vector thrust system to control the attitude of the aircraft and achieve flexible flight of the aircraft.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be apparent from the description, or may be learned by practice of the application. Other advantages of the application can be realized and obtained by the solutions described in the specification and drawings.

Description of the drawings

The drawings are used to provide an understanding of the technical solution of the present application and constitute a part of the specification. They are used to explain the technical solution of the present application together with the embodiments of the present application and do not constitute a limitation of the technical solution of the present application.

Figure 1 is an overall perspective view of an aircraft according to an embodiment of the present application;

Figure 2 is a top view of the aircraft according to the embodiment of the present application;

Figure 3 is a side view of the aircraft according to the embodiment of the present application;

Figure 4 is a schematic diagram of the stability adjustment mechanics of the aircraft according to the embodiment of the present application;

Figure 5 is a partial view of the first deflection mechanism part of the vector thrust system of the aircraft in Figure 1 in a first flight state;

Figure 6 is a partial view of the first deflection mechanism part of the vector thrust system of the aircraft in Figure 1 in a second flight state;

Figure 7 is a three-dimensional view of the vector thrust system of the aircraft according to the embodiment of the present application;

Figure 8 is a side view of the vector thrust system of the aircraft according to the embodiment of the present application;

Figure 9 is a view of the second deflection mechanism of the vector thrust system of the aircraft in the third flight state according to the embodiment of the present application;

Figure 10 is a view of the second deflection mechanism of the vector thrust system of the aircraft in the fourth flight state according to the embodiment of the present application.

Detailed ways

This application describes multiple embodiments, but the description is illustrative rather than restrictive, and it is obvious to those of ordinary skill in the art that within the scope of the embodiments described in this application, There are many more examples and implementations. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Unless expressly limited, any feature or element of any embodiment may be used in combination with, or may be substituted for, any other feature or element of any other embodiment.

This application includes and contemplates combinations with features and elements known to those of ordinary skill in the art. The embodiments, features and elements that have been disclosed in this application may also be combined with any conventional features or elements to form unique inventive solutions as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive solutions to form another unique inventive solution as defined by the claims. Therefore, it should be understood that any feature shown and/or discussed in this application may be implemented individually or in any suitable combination. Accordingly, the embodiments are not to be limited except by those appended claims and their equivalents. Furthermore, various modifications and changes may be made within the scope of the appended claims.

Additionally, in describing representative embodiments, the specification may have presented methods and/or processes as a specific sequence of steps. However, to the extent that the method or process does not rely on the specific order of steps described herein, the method or process should not be limited to the specific order of steps described. As one of ordinary skill in the art will appreciate, other sequences of steps are possible. Therefore, the specific order of steps set forth in the specification should not be construed as limiting the claims. Furthermore, claims directed to the method and/or process should not be limited to steps performing them in the order written, as those skilled in the art can readily understand that these orders may be varied and still remain within the spirit and scope of the embodiments of the present application. Inside.

As shown in FIGS. 1 to 10 , an embodiment of the present application provides an aircraft 100 that can be used for manned flight, including a structural system 1 and a vector thrust system 2 . The structural system 1 includes a load-bearing body 10 and a plurality of support arms 11 extending from all sides of the load-bearing body 10; the vector thrust system 2 includes a plurality of first deflection mechanisms 20 correspondingly installed on the plurality of support arms 11, and a plurality of first deflection mechanisms 20 correspondingly installed on the plurality of support arms 11. Multiple sets of power devices 21 for a deflection mechanism 20. The first deflection mechanism 20 is movably connected to the support arm 11 and is configured to adjust the power output direction of the power device 21 and thereby control the attitude of the aircraft 100 .

The aircraft 100 in the embodiment of the present application is provided with a vector thrust system 2 that can adjust the thrust direction of the power device 21 of the aircraft 100 to control the attitude of the aircraft 100 and achieve flexible flight of the aircraft 100 .

As shown in Figures 1 and 2, the carrying body 10 in this embodiment includes a head 101, a tail 102 and a seat 103 connecting the head 101 and the tail 102. It can carry people flying in the air in a riding posture, and can be used for other purposes. Each system provides mechanical interfaces. The head 101 is provided with a protective device 1011, which includes a head fairing, a windshield, etc. The carrying body 10 also includes seat cushions, buffer devices, etc. provided on the seat body 103 to increase riding comfort. The carrying body 10 can also be designed to carry people in other postures such as sitting, lying, lying down, etc., which is not limited here.

As shown in FIG. 1 , the structural system 1 in this embodiment also includes a plurality of support legs 12 that support the load-bearing body 10 and support wheels 120 provided on the support legs 12 to achieve floor support and sliding.

As shown in Figure 1, the power device 21 in this embodiment includes at least one engine, and the engine is a micro turbojet engine. In other embodiments, a turbofan engine may also be used, which is not limited here.

The power unit 21 in this embodiment adopts a turbojet engine array design based on a large thrust-to-weight ratio to achieve vertical take-off and landing and high maneuverability. The load per unit volume is 5 to 6 times higher than that of helicopters and electric rotor aircraft, and the range per unit volume is increased. 4~5 times. The turbojet engine is an engine that relies on gas flow to generate thrust. It has the advantages of high thrust-to-weight ratio, low cost, and high energy density. It is very suitable for use as a power drive device for small and medium-sized aircraft.

As shown in Figures 1 to 3, multiple sets of power devices 21 in the embodiment of the present application are distributed in an array and are symmetrically arranged along the width direction of the aircraft 1 (refer to the X direction in Figure 1). One set of power devices 21 includes one or Multiple engines. Of course, multiple sets of power devices 21 can also be arranged symmetrically in an array along the circumferential direction. In this case, the width direction can be the diameter direction of the circumference, which is not limited here.

As shown in FIG. 1 , the power unit 21 in this embodiment includes a total of 4 groups of 8 engine arrays, and each group is connected in parallel and installed on the corresponding first deflection mechanism 20 .

As shown in FIGS. 1 to 3 , multiple sets of power units 21 are located above the center of gravity of the aircraft 100 , and the arrays are distributed around the center of the aircraft 100 . Through the above design, when the entire attitude of the aircraft 100 deviates from the center position (as shown in FIG. 4 ), the aircraft 100's own gravity MG generates a restoring moment and can automatically return to the equilibrium state. At the same time, the aerodynamic force generates a damping moment MQ, and the gyroscopic moment MD of the high-speed rotating engine rotor will also generate a damping moment that consumes energy, which can help the aircraft 100 return to the center position as quickly as possible, so that the aircraft 100 has high safety, adopts a stable configuration, and is safe. High sex.

As shown in Figures 5 and 6, the first deflection mechanism 20 is rotatably connected to the support arm 11, and is configured to drive the power device 21 to rotate relative to the support arm 11 around the first rotation axis A (see Figures 5 and 7). To adjust the power output direction of the power device 21. The first rotation axis A extends along the width direction of the structural system and is configured to control the pitch attitude of the aircraft 100 . In the initial flight state, the first rotation axis A is parallel to the horizontal plane.

As shown in FIG. 5 , in the first flight state, the first deflection mechanism 20 keeps the power direction of the power device 21 perpendicular to the horizontal plane, so that the aircraft 100 can achieve direct ascent and descent.

As shown in FIG. 6 , in the second flight mode, the first deflection mechanism 20 keeps the power direction of the power device 21 deflected, thereby enabling the aircraft 100 to achieve pitch, tilt, forward and backward flight control.

As shown in FIG. 7 , the first deflection mechanism 20 in this embodiment includes a barrel base 201 . The engine 21 is mounted on the corresponding barrel base 201 and can rotate following the barrel base 201 . In this embodiment, the cylinder holders 201 include multiple cylinder holders 201 , which are connected to each other and arranged symmetrically based on the rotation center of the first deflection mechanism 20 . The plurality of cylinder holders 201 can be installed with multiple engines 21 . Of course, the first deflection mechanism 20 can also be provided with only one barrel seat 201, which is not limited here.

The vector thrust system 2 also includes a first rotation shaft 22 and a first driving device (not shown). The first rotation shaft 22 is connected to the cylinder base 201 and the support arm 11 . The first driving device is connected to the first rotation shaft 22 and is configured as The first rotating shaft 22 is driven to rotate, so as to drive the cylinder base 201 and the power device 21 to rotate around the first rotating shaft 22 .

The first driving device can be a driving motor, which can be installed on the support arm 22 to drive the first rotation shaft 22 to rotate; the driving motor can also be installed on the bearing body 10 and drive the cylinder base 201 to rotate through the connecting rod shaft. The first driving device can also be a hydraulic or pneumatic device, etc., which is not limited here.

As shown in FIG. 8 , the vector thrust system 2 also includes a second deflection mechanism 23 , which is configured to adjust the power output direction of the power device 21 to control the yaw attitude and roll attitude of the aircraft 100 .

As shown in Figures 7 and 8, the power device 21 includes a main body 210 and a nozzle 211 connected to the main body 210. The second deflection mechanism 23 is installed correspondingly to the nozzle 211 and is configured to adjust the direction of the airflow injected by the nozzle 211, and then Adjust the power output direction of the power device 21. The power unit 21 includes a plurality of engines. The second deflection mechanism 23 includes a plurality of nozzle covers 231 respectively provided corresponding to the multiple engines of a group of power units 21. The second deflection mechanism 23 also includes a plurality of nozzle covers 231 connected to each other. The linkage shaft 232 can realize the synchronous swing of multiple nozzle covers 231.

The vector thrust system 2 also includes a second rotation shaft 24 and a second driving device (not shown). The second rotation shaft 24 is directly or indirectly connected to the nozzle cover 231 . The second driving device is connected to the second rotating shaft 24 and is configured to drive the second rotating shaft 24 to rotate, so as to drive the nozzle cover 231 to swing around the second rotating shaft 24 .

As shown in Figures 9 and 10, the power unit 21 also includes a connecting seat 212 connected to the main body 210 and provided on the peripheral side of the nozzle 231. The second rotating shaft 24 connects the nozzle cover 231 and the connecting seat 212. The second rotating shaft 24 in this embodiment is a screw or bolt connecting the nozzle cover 231 and the connecting seat 212.

The second driving device can also use a driving motor, which can also be installed on the support arm 22 to drive the second rotation shaft 24 to rotate; the driving motor can also be installed on the bearing body 10 and drive the cylinder base 201 to rotate through the connecting rod shaft. The second driving device can also be a hydraulic or pneumatic device, etc., which is not limited here.

As shown in FIG. 9 , in the third flight state, the second deflection mechanism 23 keeps the power direction of the power unit 21 in the same direction as the nozzle injection direction.

As shown in FIG. 10 , in the fourth flight mode, the second deflection mechanism 23 swings and deflects to deflect the nozzle injection direction of the power unit 21 , thereby achieving yaw and roll attitude control of the aircraft 100 .

The vector thrust system 2 of the embodiment of the present application drives the deflection of the first deflection mechanism 20 and the second deflection mechanism 23 to have two degrees of freedom of rotation, which can adjust the thrust direction of the micro turbojet engine 21 and overcome the problems of the micro turbojet engine. Solve the problem of slow response speed and achieve flexible maneuverability of the aircraft 100.

The vector thrust system 2 with dual degrees of freedom in the embodiment of the present application can adopt a combination of an integral rotating engine 21 and a swinging nozzle cover 23, or can also adopt a two-direction integral rotating engine 21 or a two-direction rotating nozzle cover. twenty three.

The aircraft 100 in the embodiment of the present application also includes a flight control system provided on the structural system 1 (not shown, please refer to the control system of the existing aircraft). The flight control system includes a flight controller connected to the vector thrust system 2, A control device, a sensor and a display device for sensing flight information respectively connected to the flight controller. The flight controller is configured to receive signals sent by the control device and the sensor to control the vector thrust system 2 and display them through the display device. The control device includes an operating handle 3 provided on the head of the aircraft 100 (see Figure 1 ).

The sensors of the flight control system 3 in the embodiment of the present application feedback the flight information to the flight controller. The flight controller processes the relevant information and displays it to the pilot through the display device. The pilot inputs instructions to the flight controller through the human control device, so that the aircraft 100 can Sense and control flight attitude.

The aircraft 100 in the embodiment of the present application has a good driving experience and low learning costs. It can adopt human/machine dual-mode intelligent control technology and has two modes: intelligent automatic driving and human-in-the-loop control. It can free the driver's hands and allow personnel to Ability to perform multi-tasking operations. Human/machine dual-mode intelligent control can also adopt fully automatic flight control or full-personnel flight control.

As shown in FIG. 2 , the aircraft 100 also includes an energy system (not fully shown) provided in the structural system 1 and configured to provide energy to the power device 21 . The energy system includes a plurality of fuel tanks 4 and supply devices distributed on the carrying body. (Reference may be made to the form of the fuel tank 4 and supply device of the motorcycle in the prior art). The oil supply system is integrated inside the oil tank 4 and is connected to the power units 21 arranged in an array through oil pipes (not shown). Adopting the distributed fuel tank 4 design can reduce the problem of stability degradation of the aircraft 100 caused by a large amount of oil sloshing in a single fuel tank.

During flight, the fuel system receives flight control system instructions or control signals to supply fuel to the power unit. The power unit 21 is connected to the structural system 1 through the vector thrust system 2. The vector thrust system 2 moves under the drive of the drive unit, thereby adjusting the thrust of the engine. direction to achieve stable flight.

The aircraft 100 in the embodiment of the present application has the advantages of large load capacity, small size, high speed, long range, high intelligence, high safety, and vertical take-off and landing capabilities.

In the description of this application, it should be noted that the terms "upper", "lower", "one side", "other side", "one end", "other end", "side", "opposite", The orientations or positional relationships indicated by "four corners", "periphery", "'kou' structure", etc. are based on the orientations or positional relationships shown in the drawings. They are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying The structures referred to have a specific orientation, are constructed and operate in a specific orientation and therefore are not to be construed as limitations on the application.

In the description of the embodiments of this application, unless otherwise explicitly stated and limited, the terms "connection", "direct connection", "indirect connection", "fixed connection", "installation" and "assembly" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; the terms "installation", "connection", and "fixed connection" can be directly connected, or indirectly connected through an intermediate medium, and can be two components. Internal connectivity. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood on a case-by-case basis.

Although the embodiments disclosed in the present application are as above, the described contents are only used to facilitate the understanding of the present application and are not intended to limit the present application. Anyone skilled in the field to which this application belongs can make any modifications and changes in the form and details of the implementation without departing from the spirit and scope disclosed in this application. However, the scope of patent protection of this application still must It shall be defined by the appended claims.

Those of ordinary skill in the art can understand that all or some steps, systems, and functional modules/units in the devices disclosed above can be implemented as software, firmware, hardware, and appropriate combinations thereof. In hardware implementations, the division between functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may consist of several physical components. Components execute cooperatively. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or a microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer-readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). As is known to those of ordinary skill in the art, the term computer storage media includes volatile and nonvolatile media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data. removable, removable and non-removable media. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, Digital Versatile Disk (DVD) or other optical disk storage, magnetic cassettes, tapes, disk storage or other magnetic storage devices, or may Any other medium used to store the desired information and that can be accessed by a computer. Additionally, it is known to those of ordinary skill in the art that communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media .

Claims (15)

1. An aircraft, characterized in that it includes: A structural system including a load-bearing body and a plurality of support arms extending from around the load-bearing body; The vector thrust system includes a plurality of first deflection mechanisms correspondingly installed on the plurality of support arms, and a plurality of sets of power devices correspondingly installed on the plurality of first deflection mechanisms; the first deflection mechanism and the support The arms are movably connected and configured to adjust the power output direction of the power device, thereby controlling the attitude of the aircraft. 2. The aircraft according to claim 1, characterized in that multiple groups of the power devices are distributed in an array and arranged symmetrically along the width direction of the aircraft; and/or one group of the power devices includes one or more engine. 3. The aircraft according to claim 1, wherein the first deflection mechanism is rotatably connected to the support arm and is configured to drive the power device to rotate relative to the support arm around a first rotation axis, so as to The power output direction of the power device is adjusted; the first rotation axis extends along the width direction of the structural system and is configured to control the pitch attitude of the aircraft. 4. The aircraft according to claim 3, wherein the first deflection mechanism includes a cylinder base, and the power device is mounted on the cylinder base; The vector thrust system also includes a first rotation shaft and a first driving device, the first rotation shaft is connected to the barrel seat and the support arm, the first driving device is connected to the first rotation shaft, and is configured The first rotation axis is driven to rotate, so as to drive the cylinder base and the power device to rotate around the first rotation axis. 5. The aircraft according to claim 1, wherein the first deflection mechanism is configured to adjust the power output direction of the power device to control the pitch attitude of the aircraft; The vector thrust system further includes a second deflection mechanism configured to adjust the power output direction of the power device to control the yaw attitude and roll attitude of the aircraft. 6. The aircraft according to claim 5, characterized in that the power device includes a main body and a nozzle connected to the main body; the second deflection mechanism is installed correspondingly to the nozzle and is configured to adjust the The direction of the air flow injected by the nozzle can thereby adjust the power output direction of the power device. 7. The aircraft according to claim 6, wherein the second deflection mechanism includes a nozzle cover, the nozzle cover is disposed at the outlet end of the nozzle and can swing relative to the nozzle, so as to Adjust the direction of the air flow injected by the nozzle; The vector thrust system also includes a second rotation axis and a second driving device, the second rotation axis is directly or indirectly connected to the nozzle cover; the second driving device is connected to the second rotation axis, and is configured to The second rotation axis is driven to rotate, so as to drive the nozzle cover to swing around the second rotation axis. 8. The aircraft according to claim 7, wherein the power device further includes a connecting seat connected to the main body and disposed around the nozzle, and the second rotation axis is connected to the nozzle. cover and the connection base. 9. The aircraft according to claim 7, wherein the power unit includes a plurality of engines, and the second deflection mechanism includes a plurality of nozzles respectively provided corresponding to the engines of a group of power units. cover, the second deflection mechanism further includes a linkage shaft connecting the plurality of nozzle covers. 10. The aircraft according to any one of claims 1 to 8, characterized in that the plurality of sets of power devices are located above the center of gravity of the aircraft and distributed around the center of the aircraft. 11. The aircraft according to any one of claims 1 to 8, further comprising a flight control system provided on the structural system, the flight control system including a flight control system electrically connected to the vector thrust system. controller, as well as a control device connected to the flight controller, a sensor for sensing flight information, and a display device; the flight controller is configured to receive signals sent by the control device and the sensor to control the vector thrust system and displayed through the display device. 12. The aircraft according to claim 11, wherein the carrying body includes a head, a tail and a seat connecting the head and the tail, the head is provided with a protective device, and the control device includes a The operating handle of the head. 13. The aircraft according to any one of claims 1 to 8, further comprising an energy system provided in the structural system and configured to provide energy for the power device; the energy system includes a plurality of distributed The fuel tank carrying the main body. 14. The aircraft according to any one of claims 1 to 8, wherein the structural system further includes a plurality of support legs supporting the carrying body, and support wheels provided on the support legs. 15. The aircraft according to any one of claims 1 to 8, characterized in that the power device includes at least one engine, and the engine adopts a micro turbojet engine or a turbofan engine.