WO2018059244A1 - 飞行器 - Google Patents

飞行器 Download PDF

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Publication number
WO2018059244A1
WO2018059244A1 PCT/CN2017/101740 CN2017101740W WO2018059244A1 WO 2018059244 A1 WO2018059244 A1 WO 2018059244A1 CN 2017101740 W CN2017101740 W CN 2017101740W WO 2018059244 A1 WO2018059244 A1 WO 2018059244A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
wing
lift
nozzle
nozzles
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Application number
PCT/CN2017/101740
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English (en)
French (fr)
Inventor
韩建刚
Original Assignee
韩建刚
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Application filed by 韩建刚 filed Critical 韩建刚
Publication of WO2018059244A1 publication Critical patent/WO2018059244A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/001—Flying saucers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C21/00—Influencing air flow over aircraft surfaces by affecting boundary layer flow
    • B64C21/02—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like
    • B64C21/04—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like for blowing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
    • B60F5/00—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media
    • B60F5/02—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media convertible into aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/80—UAVs characterised by their small size, e.g. micro air vehicles [MAV]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/294—Rotors arranged in the UAV body

Definitions

  • the present invention relates to the field of aeronautical technology and, in particular, to an aircraft.
  • both the rotor and the fixed wing move in the air by pushing the lift airfoil, and the lift is obtained by the air pressure difference on the lower surface of the airfoil.
  • the lift coefficient, speed and area of the wing determine the final lift.
  • both the rotor and the fixed wing require sufficient span size.
  • the size of the span is much larger than the lateral dimension of the fuselage, which makes the aircraft need a space larger than its own size to ensure that the high-speed movement of the rotor and fixed wing does not pose a safety threat to the perimeter, which is far from the helicopter and fixed-wing aircraft. An important reason for people's daily life scenes.
  • the existing flying car includes the following two designs: a flying car with a fixed wing must fold the wing to adapt to the objective environment of the road as a car, but it is necessary to deploy the wing and maintain a certain speed during take-off and landing, which makes It can't freely take off and land in the traffic, nor can it take off and land on an empty but narrow road, so it is not practical.
  • the former has the same problem of excessive lateral dimension as the foldable fixed wing, and the folding mechanism inevitably causes strength reduction and weight increase.
  • ducted rotors will also increase the horizontal projection area of the vehicle body, and has limited adaptability to road conditions.
  • the horizontal projection area of the vehicle body is equivalent to that of a normal vehicle, the area of the lift airfoil will be too small, not only limiting the flying car.
  • the take-off weight and flight performance of the internal utility volume will also be greatly reduced.
  • the flying aircraft can be lifted using ducted rotors as a source of lift. Similar to flying vehicles using ducted rotors, the ducts that run up and down through the main body of the aircraft and the load capacity of the rotor itself limit such discs. The practicality of the aircraft.
  • the cantilever structure of the rotor and fixed wing limits the load capacity of the aircraft, especially for helicopters.
  • Fixed-wing aircraft require sufficient speed to take off and land and fly.
  • the fuselage is limited in shape and generally has a large aspect ratio, which limits the shape and size of the cargo it can carry, and heavy-duty fixed-wing aircraft. There are higher requirements for the airport.
  • the main object of the present invention is to provide an aircraft to solve the problem that the fixed-wing aircraft of the prior art is difficult to take short or vertical take-off and landing.
  • the present invention provides an aircraft comprising: a power portion for generating an air flow, including one or more exhaust ends; a lift assembly including a wing body and one or more nozzles, the nozzle being disposed at The upper airfoil surface of the wing body is connected to the exhaust end, and the nozzle jets or jets toward the wing body in a direction parallel to the upper airfoil of the wing body.
  • the lift assembly includes a plurality of nozzles, wherein at least two of the nozzles are sequentially disposed in a direction in which the airflow flows through the upper airfoil.
  • the wing body is a multi-directional wing having a plurality of wing sections that are not parallel to each other.
  • the aircraft includes a plurality of nozzles that are disposed in different directions in a plane perpendicular to the vertical axis of the aircraft.
  • the arrangement of the plurality of nozzles comprises a combination of any one or more of the following: two sides are arranged, a plurality of nozzles are arranged along both sides of the longitudinal or transverse axis of the aircraft; circumferentially arranged, surrounding the vertical axis of the aircraft A nozzle is provided, the reverse extension of the jet direction of the nozzle intersecting the vertical axis of the aircraft.
  • the aircraft further includes a controller that controls the output of the power section and/or the opening of the nozzle to control the airflow of the nozzle.
  • the lift assembly includes: one or more wing bodies disposed about a vertical axis of the aircraft; and one or more nozzles that radiate the air outwardly from the vertical axis of the aircraft.
  • wing body and/or the nozzle are movably disposed relative to the body of the aircraft.
  • the aircraft further includes a counterweight movably coupled to the body of the aircraft to adjust the center of gravity of the aircraft by moving the counterweight to cause the aircraft to roll or pitch.
  • the aircraft further includes a conduit, and the exhaust end of the power portion is coupled to the nozzle of the lift assembly through the conduit.
  • one or more throttle portions are provided in the nozzle, and the throttle portion can close some or all of the nozzles.
  • the power unit includes an air inlet that is disposed above the body of the aircraft.
  • wing body of the lift assembly is integral with the body of the aircraft.
  • the lift of the aircraft of the invention comes from the active jet airflow, and the lift component can generate lift at an optimal air flow rate and angle of attack for a long time, is less affected by flight state and atmospheric turbulence, has good safety and higher lift efficiency;
  • the wing cantilever structure, the wing and the fuselage are integrated into one body, the structure is simple, the weight is reduced and the strength is improved;
  • the vertical take-off and landing can be carried out independently of the airport and the runway;
  • the horizontal projection size of the aircraft is close to the size of the fuselage, and the adaptability of take-off and landing is good.
  • Figure 1 shows a schematic diagram of the principle of a lift assembly of an aircraft according to the invention
  • Figure 2 shows a schematic view of various sections of the catheter of Figure 1;
  • FIG. 3 is a perspective view showing a first embodiment of a lift assembly in which a plurality of nozzles of an aircraft according to the present invention are sequentially disposed in a direction in which an airflow flows through the upper airfoil;
  • FIG. 4 is a cross-sectional view showing a first embodiment of a lift assembly in which a plurality of nozzles of an aircraft according to the present invention are sequentially disposed in a direction in which air flows through the upper airfoil;
  • Figure 5 is a cross-sectional view showing a second embodiment of a lift assembly in which a plurality of nozzles of an aircraft according to the present invention are sequentially disposed in a direction in which air flows through the upper airfoil;
  • Figure 6 is a schematic view showing the structure of a multi-directional lift assembly of an aircraft according to the present invention.
  • Figure 7 is a schematic view showing respective sections of the multi-directional wing of Figure 6;
  • Figure 8 is a schematic view showing the structure of a plurality of lift units arranged on both sides of an aircraft according to the present invention.
  • Figure 9 is a schematic view showing the structure of a plurality of lift units arranged in a circumferential direction of an aircraft according to the present invention.
  • Figure 10 is a schematic view showing the structure of a plurality of lift units arranged in a star shape in an aircraft according to the present invention.
  • Figure 11 is a block diagram showing the structure of a lift unit in a closed arrangement of an aircraft according to the present invention.
  • Figure 12 is a schematic diagram showing the yaw control of an aircraft utilizing airflow deflection in accordance with the present invention
  • Figure 13 is a schematic view showing the horizontal thrust of an aircraft using airflow deflection in accordance with the present invention.
  • Figure 14 is a schematic view showing the flying and lowering action of the aircraft using the airflow differential according to the present invention.
  • Figure 15 shows the lift exploded view of Figure 14
  • Figure 16 is a schematic view showing the cross-rolling of an aircraft using airflow differential according to the present invention.
  • Figure 17 is a view showing the lift exploded view of Figure 16;
  • Figure 18 is a schematic diagram showing the yaw control of an aircraft utilizing airflow differential in accordance with the present invention.
  • Figure 19 is a view showing the structure of a nozzle having a baffle for an aircraft according to the present invention.
  • Figure 20 is a perspective view showing an embodiment of an aircraft according to the present invention as a flying car
  • Figure 21 is a cross-sectional view showing the lift assembly of the flying car of Figure 20;
  • Figure 22 is a perspective view showing an embodiment of an aircraft according to the present invention as a flying ship
  • Figure 23 is a partial enlarged view of the flying vessel of Figure 22;
  • Figure 24 shows a top view of the flying vessel of Figure 22
  • Figure 25 is a block diagram showing the structure of the lift assembly of the flying vessel of Figure 22;
  • Figure 26 is a perspective view showing an embodiment of an aircraft according to the present invention as a dish
  • Figure 27 shows a plan view of the dish of Figure 26
  • Figure 28 is a block diagram showing the structure of the lift assembly of the dish of Figure 26;
  • Figure 29 is a perspective view showing an embodiment of an aircraft according to the present invention as a single flying umbrella
  • Figure 30 is a plan view showing the single-person flying umbrella of Figure 29;
  • Figure 31 is a perspective view showing an embodiment of an aircraft according to the present invention as a micro drone
  • Figure 32 is a cross-sectional view showing the micro drone of Figure 31;
  • Figure 33 shows a front view of an embodiment of an aircraft according to the present invention as a water, land, and air amphibious aircraft;
  • Figure 34 shows a top view of the water, land, and air amphibious aircraft of Figure 33;
  • Figure 35 is a schematic view showing the water, land, air and amphibious aircraft of Figure 33 in flight;
  • Fig. 36 is a view showing the water, land, air and amphibious aircraft of Fig. 33 in a state of water navigation.
  • the invention provides an aircraft comprising: a power portion for generating an air flow, comprising one or more exhaust ends; a lift assembly comprising a wing body and one or more nozzles, the nozzle being disposed on the upper wing of the wing body At the face position and connected to the exhaust end, the nozzle ejects or blows toward the wing body in a direction parallel to the upper airfoil of the wing body.
  • the lift of the aircraft of the invention comes from the active jet airflow, and the lift component can generate lift at an optimal air flow rate and angle of attack for a long time, is less affected by flight state and atmospheric turbulence, has good safety and higher lift efficiency;
  • Wing cantilever The beam structure, the wing and the fuselage are integrated, the structure is simple, the weight is reduced and the strength is improved; the vertical take-off and landing can be carried out independently of the airport and the runway; the horizontal projection size of the aircraft is close to the size of the fuselage, and the adaptability of take-off and landing is good.
  • the nozzles are jetted or directed toward the airfoil in a direction parallel to the upper airfoil of the wing, both for the flow of air through the upper airfoil of the wing.
  • the aircraft of the present invention When the aircraft of the present invention is used as a flying car, it can adapt to existing road conditions and traffic rules in a conventional car size, and can fly in a helicopter-like manner without deformation. When the aircraft of the present invention is used as a heavy-duty ship or a dish, it can carry goods of a large size and weight, connect water and land, and have no landing gear, thereby reducing manufacturing costs and operating costs. When the aircraft of the present invention is used as a small or micro drone, the structure is simple, the control logic is simple, and the safety hazard of the rotor is eliminated, and the applicability is better.
  • the lift assembly includes a plurality of nozzles, wherein at least two of the nozzles are sequentially disposed in a direction in which the airflow flows through the upper airfoil.
  • one or more nozzles may be added between the front edge and the trailing edge of the upper wing. Inserting the nozzle creates a step on the airfoil, so the nozzle is named a step nozzle.
  • the nozzle for jetting the leading edge of the wing body is named the leading edge nozzle.
  • the step nozzle can act as an ejector for the upstream airflow, eliminating the boundary layer that may occur downstream, thus improving the airflow stability, increasing the lift coefficient, and also facilitating the acquisition of an oversized wing area.
  • the nozzle outlet section is generally a narrow rectangular or rounded rectangle, or a set of linearly arranged circular sub-nozzles or rectangular sub-nozzles.
  • a plurality of baffles can be installed in the nozzle as a reinforcing rib.
  • the wing body is a multi-directional wing having a plurality of wing sections that are not parallel to each other.
  • the appropriate nozzle profile and airfoil are selected based on the design flow rate of the jet stream.
  • the planar shape of the wing body can be an existing flat wing, a swept wing, a trapezoidal wing, etc., or an innovative shape: a multi-directional wing.
  • the profile of each airfoil of a conventional wing body is parallel to the same airflow direction, which is the longitudinal axis of the aircraft for a fixed-wing aircraft and the tangential direction for the rotor as it rotates around the axis of the rotor.
  • the airfoil sections of the multi-directional wing are not parallel to each other, and the chord extension lines intersect outside the front edge of the wing, and the leading edge and the trailing edge may be circular arc curves, or any non-circular curve or closed curve.
  • the multi-directional wing can accommodate airflow with multiple directions, typically a fan-shaped diffused airflow.
  • the curve of the front and rear edges of the multi-directional wing is not limited to a curve in a two-dimensional plane.
  • the aircraft includes a plurality of nozzles that are disposed in different directions on a plane that is perpendicular to the vertical axis of the aircraft.
  • the plurality of nozzles may be included in various forms, for example, one lift assembly includes a plurality of nozzles, or the aircraft includes a plurality of lift assemblies.
  • the arrangement of the plurality of nozzles comprises a combination of any one or more of the following: two-sided arrangement, nozzles are arranged on both sides of the longitudinal or transverse axis of the aircraft; circumferentially arranged, arranged around the vertical axis of the aircraft The nozzle, the reverse extension of the jet direction of the nozzle intersects the vertical axis of the aircraft.
  • the aircraft further includes a controller that controls the output of the power section and/or the opening of the nozzle to control the size of the airflow of the nozzle.
  • a controller that controls the output of the power section and/or the opening of the nozzle to control the size of the airflow of the nozzle.
  • the lift assembly includes: one or more wings disposed about a vertical axis of the aircraft; and one or more nozzles that radiate the jet outwardly about the vertical axis of the aircraft.
  • the airfoil and the nozzle do not have to have a one-to-one correspondence in the mechanical structure, and the two can span each other.
  • the portion of each nozzle that coincides with the length of the airfoil in the span length is named a lift unit.
  • the concept of the lift unit provides more flexibility in the structural design and flight control of the aircraft.
  • the lift unit layout schemes two sides: the lift unit is arranged along the longitudinal axis (or the horizontal axis) of the aircraft; the circumferential arrangement: the lift unit is arranged circumferentially around the vertical axis of the aircraft, the lift unit The direction of the jet flow reaction force intersects with the vertical axis of the aircraft; the star arrangement: the lift unit is arranged radially around the vertical axis of the aircraft, which is a special circumferential arrangement; the closed layout: a multi-directional arrangement with a closed curve around the vertical axis of the aircraft The airfoil, and a nozzle that radiates airflow outwardly from the vertical axis, or the circumferentially arranged lift units are connected to each other to form a closed whole; the hybrid layout: any combination of the foregoing four layouts.
  • the aircraft further includes a conduit, the exhaust end of the power portion being coupled to the nozzle of the lift assembly by a conduit.
  • the purpose of the conduit is to direct the flow of air from the compressor outlet to the leading edge nozzle or step nozzle.
  • the cross section of the compressor outlet flow is circular.
  • the number and combination of sections of a duct are determined according to the overall design requirements of the aircraft, so as to minimize the airflow.
  • the target of guiding the airflow to the nozzle is achieved under the premise of energy loss, and the plurality of conduits can be interspersed with each other in a three-dimensional space to reduce the volume and area occupied by the conduit and the compressor.
  • a number of rectifying blades are installed inside the duct with a non-circular cross-section of the airflow, to guide the airflow steering and even distribution, while also serving as a stiffener for the duct.
  • Both the conduit and the rectifying blades can be made of a flexible material to reduce weight and reduce vibration.
  • the aircraft further includes a conduit, and the exhaust end of the power portion is connected to the nozzle of the lift assembly through a conduit, and the conduit nozzle is provided with one or more throttle portions, and the throttle portion can close some or all of the nozzles.
  • a plurality of transversely deflectable baffles can be arranged in the nozzle as a throttling portion, and the partial baffle is controlled to be transversely placed at the idle or light load, and the area of the nozzle is closed, thereby
  • the airflow remains at the optimum speed and angle of attack through the airfoil, avoiding the adjustment of the airfoil or nozzle for changing the angle of attack, which simplifies aircraft construction and weight reduction.
  • the wing body and/or the nozzle are movably disposed relative to the body of the aircraft.
  • the aircraft further includes a counterweight movably coupled to the body of the aircraft, the aircraft being tilted or pitched by moving the counterweight to adjust the center of gravity of the aircraft.
  • Three or more lift units capable of independently adjusting the jet flow rate are arranged on the aircraft, wherein the lift centers of at least three lift units are not on the same straight line, and the lift of the lift unit changes as the jet flow rate increases or decreases.
  • a rolling moment can be generated.
  • the rolling moment or pitching moment can cause the aircraft to Rolling or pitching, so that the horizontal component of the lift force pushes the aircraft back and forth and left and right.
  • an adjustable direction guide vane is arranged inside the nozzle, and the deflection of the nozzle vane is used to change the direction of the jet stream, and two (or more) nozzles are guided around the vertical axis of the aircraft.
  • a yaw moment can be generated when the swinging directions of the two (or more) nozzle deflectors distributed on either side of the horizontal axis intersecting the vertical axis are mirror symmetrical ( That is, when the baffle on one side of the axis swings clockwise and the other side swings counterclockwise, horizontal thrust parallel to the axis direction can be generated, and the nozzle baffle produces yaw moment for the closed layout and the circumferentially arranged aircraft.
  • the nozzle deflector can be applied as an auxiliary means to the aircraft using other lift unit layout schemes, Airflow deflection reduces lift and, in some cases, interference with adjacent airflow, so it is also possible to install a conventional control surface at the trailing edge of the wing or to install a deflectable spray. To achieve the deflection of air flow to obtain the desired control;
  • the tilting lift airfoil can be used, that is, all the lift units are mounted on a rigid structure.
  • the rigid structure is flexibly connected to the aircraft fuselage, and by adjusting the relative inclination of the rigid structure to the fuselage, the aircraft can obtain all the maneuvering capabilities except for the rotation of the vertical axis. This solution is particularly suitable for a single-person aircraft that emphasizes lightweight characteristics. ;
  • the aircraft has no airflow speed differential adjustment mechanism and nozzle baffle, and a weight is arranged under the center of gravity. By adjusting the horizontal position of the weight to adjust the center of gravity of the aircraft to make it roll or pitch, the aircraft can be removed. With all the maneuverability beyond the rotation of the vertical axis, the structure and control logic of this solution are very simple, especially suitable for miniature drones.
  • the above control scheme can be mixed according to the maneuverability of the aircraft and the design goal of the steering logic.
  • the aircraft can obtain the ability to fly freely in three-dimensional space.
  • Flight control systems can also be used to neutralize excess torque or power from certain mechanical operations.
  • the first control scheme and the second control scheme are suitable for larger aircraft and can give the aircraft similar flight performance to the helicopter.
  • There are many mature techniques available for adjusting the jet flow rate such as adjusting the compressor power, setting the valve in the flow path, and changing the cross-sectional area of the nozzle.
  • the third control scheme and the fourth control scheme are suitable for smaller aircraft, and the aircraft has other flight performances of the helicopter, except that it cannot rotate around the vertical axis.
  • the occupant can turn itself to the left and right to achieve the same effect as the rotation of the aircraft about the vertical axis.
  • thrust engines According to the target performance requirements of the aircraft, thrust engines, rudder surfaces, stabilizers, ailerons, etc., which are commonly used on conventional fixed-wing aircraft, can be added to the aircraft to achieve better maneuverability and flight performance, or to simplify the aforementioned flight control. Program.
  • the wing body of the lift assembly is integral with the body of the aircraft.
  • the lift unit only needs to be on the upper wing surface, and the lower air surface is unnecessary in the lift function and structure. Therefore, the optimal aircraft structure is that the upper airfoil of the lift unit is fixedly installed as part of the upper structure of the aircraft fuselage, thus eliminating the structural weight of the lower airfoil, the spar, a part of the fuselage skin, and eliminating the wing.
  • Cantilever beam structure The two-side layout of the lift unit is more suitable for aircraft with a large aspect ratio.
  • the circumferential layout and the closed layout are more suitable for relatively small vertical and horizontal aircraft, such as a dish.
  • the aircraft body can be designed as a lift body structure.
  • the center of gravity of the aircraft and the projection of the lift center in the horizontal plane should coincide in principle, otherwise the flight control system is required to compensate.
  • the relative position of the center of gravity and the lift center in the vertical axis direction can be obtained, that is, the center of gravity is lower than the lift center, the two are flat, and the center of gravity is higher than the lift center, respectively
  • the upper wing, medium wing and lower wing structure of the fixed-wing aircraft have good stability and poor maneuverability on the upper wing, poor stability of the lower wing and good maneuverability, and moderate in the middle wing.
  • the power portion includes an air inlet that is disposed above the body of the aircraft.
  • centrifugal type axial flow type
  • axial flow type has a small adjustable range and a large flow rate
  • centrifugal compressors are suitable for smaller aircraft
  • axial flow is suitable for larger aircraft.
  • a plurality of axial flow compressors are installed on a large aircraft, and a large range of power adjustment is achieved by closing a part of the compressor.
  • the compressor is connected to the nozzle of the lift unit through a conduit and is mounted on the upper part of the aircraft.
  • the outlet air velocity of the compressor When the outlet air velocity of the compressor is high and the compression is relatively low, the shape of the duct has a great influence on the airflow, and the design freedom of the duct is low. At this time, the duct should be shorter and the direction changes more gently.
  • the installation method of the compressor has an influence on the lift and the vertical take-off and landing.
  • the axis of the air inlet of the compressor should be deflected upward to increase the lift force by the negative pressure of the intake air and reduce the tension in the horizontal direction.
  • the additional lift effect is the largest and the horizontal tension is zero.
  • more than two compressors can be installed to offset excess tension or torque, or by fine-tuning the layout of the lift unit and the flight control system.
  • the bicycle landing gear with the squat aircraft can achieve optimal results in terms of simplified structure and weight reduction.
  • the landing gear is not necessary.
  • Heavy-duty aircraft can take off and land in seas, rivers, lakes or artificially excavated harbors.
  • dry docks with buffered airbags can be built as landing and landing sites, or under the fuselage of aircraft.
  • the installation of a number of airbags as landing gears not only reduces the weight and cost of the landing gear, but also reduces the structural weight of the fuselage.
  • the aircraft can also use conventional wheeled or skid landing gear.
  • An internal combustion engine or a gas turbine can be used as the engine of the aircraft, and the compressor is driven by mechanical transmission or electric drive. It is also possible to directly use the gas turbine as a compressor, and the inner and outer culvert streams are respectively connected to the conduits after being mixed or mixed, so that the heat resistance characteristics of the airflow flowing through the components are required to be high. Micro-type aircraft can also be powered by batteries. When using the electric drive scheme, the installation position of the engine is the highest. When the mechanical transmission and the gas turbine direct jet scheme are adopted, the installation position of the engine is close to or higher than the lift unit, which has a great influence on the center of gravity of the aircraft.
  • the conduit 201 deflects the airflow from the compressor and blows it toward the upper airfoil 101 of the wing to generate lift, while the negative suction pressure of the compressor produces additional lift.
  • the conduit directs the flow of the air and also changes the cross-sectional shape of the airflow such that the width along the span is greater than the width of the compressor outlet.
  • FIG. 3 and Fig. 4 there is an airfoil step 102 from the leading edge to the trailing edge of the wing dividing the upper airfoil 101 into two parts, upstream and downstream, and the airflow of the leading edge nozzle 301 is subjected to the air flow of the step nozzle 302. Ejection is beneficial to keep the airflow stable.
  • Fig. 5 by adding a multi-step nozzle, it is convenient to obtain an oversized wing area without inducing airflow separation. Since the lower airfoil of the wing does not interact with the airflow, the lower airfoil can be omitted from the structure.
  • the fan-shaped multi-directional wings have airfoil sections that are not parallel to each other, and can better adapt to the fan-shaped diffusion airflow.
  • the control system adjusts the direction of the airflow, it is equivalent to the side slip phenomenon of the wing and the airflow, and the multi-directional wing is less affected by the side slip.
  • a plurality of lift units are arranged along both sides of an arbitrary horizontal axis 413 of the aircraft, and the reaction forces of the jet streams of the respective lift units cancel each other, and the aircraft can achieve vertical takeoff and landing.
  • the layout on both sides is suitable for aircraft with a large length and width.
  • a plurality of lift units are circumferentially arranged around the vertical axis 412 of the aircraft, and the reaction forces of the jet streams of the respective lift units cancel each other out.
  • a plurality of lift units are arranged radially around the vertical axis 412 of the aircraft, and the reaction forces of the jet streams of the respective lift units cancel each other out.
  • a closed annular upper airfoil 101 and an annular leading edge nozzle 301 form a lift unit, and the center of the lift unit may or may not coincide with the aircraft vertical shaft 412. Since the sum of the reaction forces of the jet stream of the annular nozzle in the horizontal direction is zero.
  • the closed layout, the circumferential layout, and the star layout are suitable for aircraft with relatively long and wide widths.
  • the aircraft employs a circumferential layout that, when the airflow around the vertical axis 412 of the aircraft is simultaneously deflected clockwise or counterclockwise, produces a jet stream 403 in the deflected direction that produces a torque in the opposite direction, yaw torque 408. It should be noted that the jet stream 404 in the undeflected direction is also indicated in FIG.
  • the aircraft adopts a circumferential layout, and when the airflow deflection directions of any horizontal axis 413 of the aircraft are mirror images of each other, that is, one side is deflected clockwise and the other side is counterclockwise, thrust can be generated parallel to the horizontal axis. 409.
  • the deflection angle should not be too large, and the generated thrust is suitable for fine-tuning the horizontal position of the aircraft during take-off or landing.
  • the flying car adopts two-side layout, two wings are installed on the top of the vehicle along the longitudinal axis of the flying vehicle, and the airflow is compressed by two centrifugal compressors 501, and the compressed airflow is led to the leading edge nozzle 301 through the conduit 201.
  • a flow channel isolation wall is arranged in the duct, and the downstream of the duct and the nozzle are divided into two separate parts, and the airflow of the two nozzles is adjusted by the air distribution valve 204, so that there are two lift units on each side of the flying vehicle, there are four Lift unit.
  • the flow path partitioning plate 203 and the flow regulating plate 202 simultaneously function as conduit ribs, and the nozzle air guiding piece 303 serves as a reinforcing rib of the nozzle, and can also guide the airflow deflection as a part of the flight control line.
  • the nozzle air guiding piece 303 serves as a reinforcing rib of the nozzle, and can also guide the airflow deflection as a part of the flight control line.
  • the flying car can realize the maneuvering of the flying car, such as forward flying forward, forward climbing, and forward descent.
  • the flying car will move backwards.
  • FIG. 16 when the two jet units on the right side of the flying vehicle have a relatively high jet of jet air 401 and the airflow on the left side is weak, a rolling moment will be generated.
  • FIG. 17 the flying car is tilted to the left.
  • the lift 405 produces a lift level component 406 that urges the aircraft to move to the left, and the lift vertical component 407 of the lift 405 counteracts gravity.
  • the flying car With the size of the throttle to control the total lift, it can realize the maneuvering of the flying car to the left, the left to the left, and the left to the left.
  • the flying car When the relationship between the airflow is reversed, the flying car will move to the right.
  • FIG. 18 when the left front and rear right lift units of the flying vehicle inject a strong jet stream 401, the left rear, and the right front two lift units inject a weak jet stream 402, a yaw moment will be generated, and the flying vehicle is generated. Will turn right.
  • the flying car will turn left.
  • the flying car employs a bicycle type landing gear including a front drive steering wheel 601, a rear drive steering wheel 602, and a balance wheel 603.
  • the front and rear landing gears are driven by a hub motor and can be steered to provide the ability to fly on the road.
  • the balance wheel is mainly balanced when parked, and can be stowed while driving.
  • the flying car adopts an electric drive, the engine drives the generator to generate electricity, and the electric power management system drives the compressor 501 or the front drive steering wheel 601 and the rear drive steering wheel 602.
  • Flying vehicles can follow existing traffic rules on existing roads, take off at rest or at any road speed, or fall vertically from the air to the road, or fall vertically to the flight speed appropriate to the current road speed.
  • the road is added to the traffic flow and continues to travel as a car. It can be seen that the flying vehicle adopting the scheme has the best practicability and applicability.
  • Figure 19 shows another method of adjusting the size of the gas stream.
  • the horizontally permeable nozzle baffle 304 is transversely disposed, the cross-sectional area of the leading edge nozzle 301 will be reduced.
  • This method of adjustment can be used both for flight control systems and as a means of adjusting the size of the aircraft's load.
  • Fig. 22 to 25 are flight ships of Embodiment 2
  • Fig. 23 is a rear enlarged view of the flying ship
  • Fig. 25 is a front view of the lift unit.
  • the flying ship takes off and land on the surface of the water, eliminating the landing gear, dry dock 901 and buffer air bag 902 for the flight ship to take off and land in the environment lacking water resources.
  • the airfoil step 102 separates the upper airfoil 101, and the leading edge nozzle 301, the step nozzle 302 and the upper airfoil 101 together form a lift unit, and the compressed air flow of the compressor 501 is respectively guided to the leading edge nozzle 301 through the branched duct 201. And the step nozzle 302 then flows through the upper airfoil 101 to generate lift.
  • the upper airfoil 101 is part of the upper structure of the aircraft fuselage and has no cantilever structure, so that the span length does not affect the length of the structure, and the airfoil step 102 extends the chord length to obtain an oversized wing area. If multi-stage step nozzles and more compressors are used, the flying vessel can reach thousands of tons of take-off weight.
  • the flying ship adopts a two-side layout with a large aspect ratio, which is beneficial to reduce the forward resistance.
  • the flying propeller 701 and the control surface 703 can obtain the flight vessel without changing the flight state or changing the flight attitude less. Higher maneuverability, same In this example, the compressor 501 is installed in an inclined manner, and the additional lift effect is smaller than that of the vertical installation, but it is advantageous for improving the mobility of the flying ship.
  • the dish of Embodiment 3 are the dish of Embodiment 3.
  • the lift unit of the dish is a circumferential layout scheme, and the lift units are connected to each other to form a ring structure.
  • the upper airfoil 101 is a part of the upper structure of the aircraft fuselage. There is no cantilever beam structure.
  • a step nozzle 302 divides the upper airfoil 101 into two inner and outer rings. The inner ring is sprayed by three compressors 501 and a conduit 201 and a leading edge.
  • the tubes 301 provide airflow to the 100-degree fan-shaped airfoil, respectively, and the outer ring provides airflow from the six-compressor 501 and the duct 201 and the step-nozzle 302, respectively, to a 50-degree fan-shaped wing.
  • An inner ring nozzle and its corresponding airfoil and its two downstream nozzles and their corresponding airfoils together form a logical lift unit, so this example can be seen as a week consisting of three lift units To the layout.
  • the nozzle baffle 303 can be deflected left and right to provide yaw torque and the horizontal thrust required to adjust the position of the aircraft during takeoff and landing. Downstream from the lift unit are the cabin 801, the cargo hold 802, the machinery and the fuel tank 803.
  • the dish is powered by an electric motor, and the engine, generator, and power management system are placed at the bottom to electrically drive the top compressor.
  • the shape and width ratio of the dish is one to one, and it has a large aspect ratio, so the structure efficiency is high, and the size and shape of the cargo carried by it are less restricted. It should be pointed out that the airflow of fan-shaped diffusion is faster, and there are two ways to reduce the dissipation. One is to reduce the angle of fan-shaped diffusion, and the minimum can be 0 degree, which requires a larger number of sprays in the circumferential direction.
  • the second is to reduce the chord length through which the airflow flows, which requires limiting the length of the chord, or increasing the density of the airfoil step, ie reducing the leading edge of the wing, the step between the airfoil, the step of the airfoil and the step of the airfoil The length between.
  • the dish does not have a landing gear and takes off and land in a dry dock on the surface of the water or on land. With multi-stage step nozzles and more compressors, the dish can achieve oversized structural dimensions and take-off weight.
  • Flying vessels and dish-shaped aircraft do not rely on airports, not only break the application limits of fixed-wing aircraft, but also connect oceans and land, and are not restricted by ports, roads or railways and their lines and stations, and are established between any two points.
  • One-stop transport connection has a very broad application prospect.
  • 29 to 30 are single-person flying umbrellas of Embodiment 4.
  • the single flying umbrella adopts a closed layout, and the upper airfoil 101 of the annular wing and the annular leading edge nozzle 301 constitute a closed lift unit, and the nozzle deflector 303 is fixed only as The connection between the nozzle and the airfoil and the reinforcement structure, the lift unit can only adjust the lift force by adjusting the power of the compressor 501, and there is no other control mechanism.
  • the passenger cabin 801 is open, located below the lift unit, and is coupled to the lift unit via a spherical bearing 705.
  • the spherical bearing 705 can be rotated 360 degrees horizontally and can swing about 10 degrees in any direction.
  • the driver sits in the cabin 801, and the lift unit 370 can be tilted in any direction by pulling the lift unit to tilt the steering ring 704.
  • the lift unit tilts the steering ring 704 the self can be reversely rotated together with the lift unit 801 and the lift unit. Rotation does not change the lift direction, has no effect on flight, and the rotation of the driver and cabin 801 is equivalent to changing the nose pointing.
  • the single flight umbrella can have all the maneuverability of the helicopter.
  • the single-passage parachute employs an electric drive scheme.
  • the engine is disposed in a mechanical and fuel tank 803 below the passenger cabin 801, and the top compressor 501 is driven by electric power. Below the mechanical and fuel tank 803 is an airbag landing gear 604.
  • the single flight umbrella is a very lightweight manned aircraft program.
  • micro-unmanned aerial vehicles of the embodiment 5 which employ the same lift unit and layout scheme as in the fourth embodiment.
  • the center of gravity of the aircraft can be changed, thereby changing the tilt angle of the lift unit, and with the throttle size, all the maneuvering capabilities of the helicopter except for the rotation of the vertical axis can be realized.
  • Adopting this party The micro-UAV is not only simple in structure, but also simple in control. Compared with other drones of the same weight class, the structure is small, the internal volume is large, and there is no exposed rotor, so it has better safety and applicability.
  • the 33 to 36 are the water, land, air and amphibious aircraft of the embodiment 6, which adopts a two-side layout scheme similar to that of the first embodiment of the flying car.
  • the leading edge nozzle 301 and the upper airfoil 101 form a lift unit, and a total of four lift units are used as the machine.
  • the top structure of the body is arranged along both sides of the longitudinal axis.
  • the overall body is a lifting body shape.
  • the cabin 801 is located in the middle of the top of the fuselage, and the driver enters the cabin 801 through the boarding ladder 607.
  • the compressor is concealed inside the fuselage and is inflated through the compressor louver 608.
  • the landing gear is bicycle type, and the balance wheel 603 is installed at the end of the boarding ladder 607.
  • the power system adopts a dual power scheme.
  • the first group of engines is an internal combustion engine or a gas turbine.
  • the electric drive scheme is adopted.
  • the engine and the generator and the power management system are arranged in the fuselage.
  • the two compressors are powered by electric power to provide airflow for the four lift units. It is the vertical take-off and low-speed flight of the aircraft, or driving the front drive steering wheel 601 and the rear drive steering wheel 602 to drive on the ground, or driving the pump spray propeller 702 to run on the water surface, and the second group of engines is the flight propeller 701, in this case
  • the middle is a ramjet engine.
  • the flight propeller 701 When the aircraft is accelerated from a high altitude dive to 0.6 Mach, the flight propeller 701 is activated to propel the aircraft to fly at supersonic speed. At this time, the first group of engines is closed, and the lift of the aircraft comes from the fuselage lift body, the tail 709 and The pelvic fins 710 provide maneuverability and stability to the aircraft.
  • the boarding ladder 607 When the aircraft is flying at supersonic speed or on the surface of the water, the boarding ladder 607 is deployed, the landing gear is stowed, and the landing gear hatch 606 is closed.
  • the balance airbag 605 inflates and expands while traveling on the surface of the water, and is in a contracted state at any other time.
  • a water, land, and air amphibious aircraft is an all-round personal vehicle in the atmosphere that is no larger than a medium-sized truck.

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Abstract

一种飞行器，包括：动力部，用于产生气流，包括一个或多个排气端；升力组件，包括翼体和一个或多个喷管（301，302），喷管（301，302）设置在翼体的上翼面（101）位置处并与排气端连接，喷管（301，302）沿平行于翼体的上翼面（101）的方向喷气或朝向翼体喷气。该飞行器的升力来自于主动喷射气流，升力组件可以长时间以最佳的空气流速和迎角产生升力，受飞行状态和大气紊流影响较小，安全性好、升力效率更高；消除机翼悬臂梁结构，机翼与机身融为一体，结构简单、重量降低而强度提高；能够垂直起降，不依赖机场和跑道；飞行器水平投影尺寸接近机身尺寸，起降适应性好。

Description

飞行器 技术领域
本发明涉及航空技术领域，具体而言，涉及一种飞行器。
背景技术
目前，公知的飞行器有直升机和固定翼飞机。直升机构造复杂，载重和飞行性能受限较大。固定翼飞机的起降依赖机场和跑道，起降过程也是事故多发时段。不论直升机还是固定翼飞机，其升力翼面都是悬臂梁结构，受力条件苛刻，不仅带来结构重量大、成本高的缺点，并且是制约其载重性能和结构尺寸的重要因素。
旋翼和固定翼都是通过推动升力翼面在空气中运动，利用翼面上下表面的空气压力差获得升力，机翼的升力系数、速度、面积决定最终的升力。为了获得足够的翼面面积，旋翼和固定翼都需要足够的翼展尺寸。通常情况下，翼展尺寸远大于机身横向尺寸，这使得飞行器需要远大于自身尺寸的起降空间，以保证高速运动的旋翼和固定翼不对周边构成安全威胁，这是直升机和固定翼飞机远离人们日常生活场景的重要原因。
现有的飞行汽车包括如下两种设计：采用固定翼的飞行汽车必须要折叠机翼才能作为汽车而适应道路行驶的客观环境，但是在起飞和降落时须要展开机翼并保持一定速度，这使其无法在车流中自由起降，也不能在空旷但比较窄的道路起降，因而不具有实用性；采用旋翼的飞行汽车方案有两种，一种是可折叠收放或翻转收放的旋翼(组)，另一种是上下贯穿车身的涵道旋翼(组)，前者与可折叠固定翼一样存在横向尺寸过大的问题，并且折叠机构必然造成强度降低和重量增加，后者因为车身需要容纳涵道旋翼，同样会增大车身的水平面投影面积，对道路状况的适应性有限，而当车身的水平面投影面积与普通车辆相当时，升力翼面的面积就会太小，不仅限制飞行汽车的起飞重量和飞行性能，其内部实用体积也会被大幅压缩。
目前已有的能够升空的碟形飞行器都采用涵道旋翼作为升力来源，与采用涵道旋翼的飞行汽车类似，上下贯穿飞行器主体的涵道、以及旋翼本身的负载能力限制了此类碟形飞行器的实用性。
旋翼和固定翼的悬臂梁结构限制了飞行器的载重能力，特别是直升机。固定翼飞机由于需要足够的速度才能起降和飞行，机身外形受限较大，一般都具有很大的纵横比，这限制了其所能运载的货物的形状和尺寸，并且重型固定翼飞机对机场有更高的要求。
发明内容
本发明的主要目的在于提供一种飞行器，以解决现有技术中的固定翼飞行器难以短距或垂直起降的问题。
为了实现上述目的，本发明提供了一种飞行器，包括：动力部，用于产生气流，包括一个或多个排气端；升力组件，包括翼体和一个或多个喷管，喷管设置在翼体的上翼面位置处并与排气端连接，喷管沿平行于翼体的上翼面的方向喷气或朝向翼体喷气。
进一步地，升力组件包括多个喷管，其中至少两个喷管沿气流流经上翼面的方向依次设置。
进一步地，翼体为具有多个相互间不平行的翼剖面的多向翼。
进一步地，飞行器包括多个喷管，多个喷管在垂直于飞行器的立轴的平面上朝向不同的方向设置。
进一步地，多个喷管的布置方式包括以下任一项或多项的组合：两侧布置，沿飞行器的纵轴或横轴的两侧设置多个喷管；周向布置，围绕飞行器的立轴设置喷管，喷管的喷气方向的反向延长线与飞行器的立轴相交。
进一步地，飞行器还包括控制器，控制器控制动力部的出力和/或喷管的开度，以控制喷管的气流大小。
进一步地，升力组件包括：一个或多个围绕飞行器的立轴设置的翼体；一个或多个以飞行器的立轴为中心向外辐射喷气的喷管。
进一步地，翼体和/或喷管相对飞行器的本体可移动地设置。
进一步地，飞行器还包括配重，配重可移动地与飞行器的本体连接，通过移动配重以调整飞行器的重心，使得飞行器滚转或俯仰。
进一步地，飞行器还包括导管，动力部的排气端与升力组件的喷管通过导管连接。
进一步地，喷管内设置有一个或多个节流部，节流部能够关闭部分或全部的喷管。
进一步地，动力部包括进气口，进气口朝向飞行器的本体的上方设置。
进一步地，升力组件的翼体与飞行器的本体为一体结构。
本发明的飞行器的升力来自于主动喷射气流，升力组件可以长时间以最佳的空气流速和迎角产生升力，受飞行状态和大气紊流影响较小，安全性好、升力效率更高；消除机翼悬臂梁结构，机翼与机身融为一体，结构简单、重量降低而强度提高；能够垂直起降，不依赖机场和跑道；飞行器水平投影尺寸接近机身尺寸，起降适应性好。
附图说明
构成本申请的一部分的说明书附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1示出了根据本发明的飞行器的升力组件的原理示意图；
图2示出了图1中的导管的各个截面的示意图；
图3示出了根据本发明的飞行器的多个喷管沿气流流经所述上翼面的方向依次设置的升力组件的第一种实施例的立体示意图；
图4示出了根据本发明的飞行器的多个喷管沿气流流经所述上翼面的方向依次设置的升力组件的第一种实施例的剖面示意图；
图5示出了根据本发明的飞行器的多个喷管沿气流流经所述上翼面的方向依次设置的升力组件的第二种实施例的剖面示意图；
图6示出了根据本发明的飞行器的具有多向翼的升力组件的结构示意图；
图7示出了图6中的多向翼的各个截面的示意图；
图8示出了根据本发明的飞行器的呈两侧布置的多个升力单元的结构示意图；
图9示出了根据本发明的飞行器的呈周向布置的多个升力单元的结构示意图；
图10示出了根据本发明的飞行器的呈星形布置的多个升力单元的结构示意图；
图11示出了根据本发明的飞行器的呈封闭布置的升力单元的结构示意图；
图12示出了根据本发明的飞行器利用气流偏转实现偏航控制的原理图；
图13示出了根据本发明的飞行器利用气流偏转获得水平推力的原理图；
图14示出了根据本发明的飞行器利用气流差动进行仰俯动作的原理图；
图15示出了图14中的升力分解图；
图16示出了根据本发明的飞行器利用气流差动进行横滚动作的原理图；
图17示出了图16中的升力分解图；
图18示出了根据本发明的飞行器利用气流差动实现偏航控制的原理图；
图19示出了根据本发明的飞行器的具有导流片的喷管的结构示意图；
图20示出了根据本发明的飞行器作为飞行汽车的实施例的立体图；
图21示出了图20中的飞行汽车的升力组件的剖视图；
图22示出了根据本发明的飞行器作为飞行船的实施例的立体图；
图23示出了图22的飞行船的局部放大图；
图24示出了图22的飞行船的俯视图；
图25示出了图22的飞行船的升力组件的结构示意图；
图26示出了根据本发明的飞行器作为碟形飞行器的实施例的立体图；
图27示出了图26的碟形飞行器的俯视图；
图28示出了图26的碟形飞行器的升力组件的结构示意图；
图29示出了根据本发明的飞行器作为单人飞行伞的实施例的立体图；
图30示出了图29的单人飞行伞的俯视图；
图31示出了根据本发明的飞行器作为微型无人机的实施例的立体图；
图32示出了图31的微型无人机的剖视图；
图33示出了根据本发明的飞行器作为水陆空三栖飞行器的实施例的主视图；
图34示出了图33的水陆空三栖飞行器的俯视图；
图35示出了图33的水陆空三栖飞行器处于飞行状态的示意图；以及
图36示出了图33的水陆空三栖飞行器处于水上航行状态的示意图。
其中，上述附图包括以下附图标记：
101、上翼面；102、翼面台阶；201、导管；202、整流片；203、流道分隔板；204、气流分配阀；301、前缘喷管；302、台阶喷管；303、喷管导流片；304、可横置喷管导流片；401、较强的喷射气流；402、较弱的喷射气流；403、已偏转方向的喷射气流；404、未偏转方向的喷射气流；405、升力；406、升力水平分量；407、升力垂直分量；408、扭矩；409、推力；412、飞行器立轴；413、飞行器任意水平轴；501、压气机；601、前驱动转向轮；602、后驱动转向轮；603、平衡轮；604、气囊起落架；605、平衡气囊；606、起落架舱盖；607、登机梯；608、压气机百叶窗；701、飞行推进器；702、泵喷推进器；703、操纵面；704、升力单元倾斜操纵环；705、球形轴承；706、配重；707、直线电机；708、弹簧；709、尾翼；710、腹鳍；801、客舱；802、货舱；803、机械和燃油舱；901、干船坞；902、缓冲气囊。
具体实施方式
需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。下面将参考附图并结合实施例来详细说明本发明。
本发明提供了一种飞行器，包括：动力部，用于产生气流，包括一个或多个排气端；升力组件，包括翼体和一个或多个喷管，喷管设置在翼体的上翼面位置处并与排气端连接，喷管沿平行于翼体的上翼面的方向喷气或朝向翼体喷气。
本发明的飞行器的升力来自于主动喷射气流，升力组件可以长时间以最佳的空气流速和迎角产生升力，受飞行状态和大气紊流影响较小，安全性好、升力效率更高；消除机翼悬臂 梁结构，机翼与机身融为一体，结构简单、重量降低而强度提高；能够垂直起降，不依赖机场和跑道；飞行器水平投影尺寸接近机身尺寸，起降适应性好。
其中喷管沿平行于翼体的上翼面的方向喷气或朝向翼体喷气，均是为了使气流流经翼体的上翼面。
本发明的飞行器用为飞行汽车时，能够以常规的汽车尺寸适应现有的道路条件和交通规则，无须变形即可以类似直升机的方式飞行。本发明的飞行器用为重型的船型或碟形飞行器时，能够运载超大尺寸和重量的货物，连通水域和陆地，无起落架，降低制造成本和运营成本。本发明的飞行器用为小型或微型无人机时，结构简单、控制逻辑简单，并且消除了旋翼的安全隐患，具有更好的适用性。
优选地，升力组件包括多个喷管，其中至少两个喷管沿气流流经上翼面的方向依次设置。
在翼弦长度较大时，可以在上翼面前缘与后缘之间再加入一道或更多喷管。插入喷管会在翼面上形成台阶，因此命名这道喷管为台阶喷管。对翼体前缘喷气的喷管命名为前缘喷管。台阶喷管能够对上游的气流发挥引射作用，消除下游可能出现的附面层，因此能够改善气流稳定性，提高升力系数，同时也有利于获得超大的翼体面积。喷管出口截面一般为狭长的矩形或圆角矩形，也可以是一组线性排列的圆形子喷管或矩形子喷管。当喷管具有较大的宽高比时，可在喷管内安装若干导流片兼做加强筋。
优选地，翼体为具有多个相互间不平行的翼剖面的多向翼。
根据喷射气流的设计流速选择适合的喷管剖面和翼型。翼体的平面形状可以采用现有的平直翼、后掠翼、梯形翼等，也可采用创新的形状：多向翼。传统翼体的各个翼型剖面都平行于同一个气流方向，对于固定翼飞机来说是飞机纵轴方向，对于旋翼来说是围绕旋翼轴心旋转时的切线方向。多向翼的各个翼型剖面彼此不平行，其翼弦延长线在翼面前缘之外相交，其前缘和后缘可以是圆弧曲线，也可以是任意非圆曲线，或封闭的曲线。多向翼可以适应具有多个方向的气流，通常情况下是扇形扩散的气流。多向翼前后缘的曲线不限定为二维平面内的曲线。
优选地，飞行器包括多个喷管，多个喷管在垂直于飞行器的立轴的平面上朝向不同的方向设置。至于飞行器可以以多种形式包括多个喷管，例如一个升力组件包括多个喷管，或飞行器包括多个升力组件。
更优选地，多个喷管的布置方式包括以下任一项或多项的组合：两侧布置，在飞行器的纵轴或横轴的两侧设置喷管；周向布置，围绕飞行器的立轴设置喷管，喷管的喷气方向的反向延长线与飞行器的立轴相交。
更优选地，飞行器还包括控制器，控制器控制动力部的出力和/或喷管的开度，以控制喷管的气流大小。通过控制不同的喷管的气流大小，可以实现升力不平衡，进而依靠这种升力不平衡实现飞行器的多种动作，之后会详细阐述。
可替换地，升力组件包括：一个或多个围绕飞行器的立轴设置的翼体；一个或多个以飞行器的立轴为中心向外辐射喷气的喷管。
翼面与喷管在机械结构上不必是一一对应的关系，两者可以互相跨越。为简化描述，将每一段喷管与翼面在翼展长度上重合的部分，命名为一个升力单元。升力单元的概念可以为飞行器的结构设计和飞行控制提供更多灵活性。
垂直起降方案：升力单元的喷射气流会产生反作用力。通过对升力单元的翼面形状选择和安装位置的设计，使同一架飞行器上同时存在两个或两个以上的喷射气流方向，使其反作用力互相抵消，从而实现垂直起降。以俯视图分析，有以下5种升力单元布局方案：两侧布置：沿着飞行器纵轴(或横轴)两侧布置升力单元；周向布置：围绕飞行器立轴沿周向布置升力单元，升力单元的喷射气流反作用力方向与飞行器立轴相交；星形布置：围绕飞行器立轴，沿径向布置升力单元，是一种特殊的周向布置；封闭布局：围绕飞行器立轴布置一个前后缘为封闭曲线的多向翼面，和一个以立轴为中心向外辐射气流的喷管，或周向布局的升力单元彼此连接成一个封闭整体；混合布局：前述四种布局方式的任意混合。所有布局均不必须遵循任何的几何对称、相似、平行、相等，也不必须限定在一个平面内，只要抵消所有升力单元产生的水平力和各轴向的扭矩即可。如果飞行器存在某些由转动部件引起的固有扭矩，也可在设计上利用微调升力单元的布局来中和。
优选地，飞行器还包括导管，动力部的排气端与升力组件的喷管通过导管连接。
导管的作用是将压气机出口的气流引导至前缘喷管或台阶喷管。一般情况下，压气机出口气流横截面为圆形。导管根据其截面面积沿气流方向的变化，有平行段、扩张段、收缩段三种分段形式，根据飞行器总体设计的需求决定一个导管的分段数量和组合方式，使其在尽量减小气流能量损耗的前提下达到将气流引导至喷管的目标，并且使多个导管能够在三维空间互相穿插避让，以减小导管和压气机占据的体积和面积。在气流横截面非圆形的导管内部，安装若干整流叶片，以引导气流转向和均匀分布，同时兼做导管的加强筋。导管及整流叶片都可采用柔性材料制造，以减轻重量、降低振动。
优选地，飞行器还包括导管，动力部的排气端与升力组件的喷管通过导管连接，导管喷管内设置有一个或多个节流部，节流部能够关闭部分或全部的喷管。
当飞行器负载范围较大时，可以在喷管内设置若干可横置的导流片，作为节流部，在空载或轻载时控制部分导流片横置，关闭部分喷管面积，从而使气流保持以最佳速度和迎角流过翼面，避免为改变迎角而调节翼面或喷管，这样做可以简化飞行器结构和减重。
优选地，翼体和/或喷管相对飞行器的本体可移动地设置。
可替换地，飞行器还包括配重，配重可移动地与飞行器的本体连接，通过移动配重以调整飞行器的重心，使得飞行器滚转或俯仰。
以上设置均是为了实现多种飞行控制模式。有以下四种产生飞行控制所需的力与力矩的方案：
在飞行器上设置三个或三个以上的可独立调节喷气流速的升力单元，其中至少三个升力单元的升力中心不在同一条直线上，升力单元的升力随喷气流速的增大或减小而变大或变小，当纵轴两侧的喷气流速差动时，可产生滚转力矩，当横轴两侧的喷气流速差动时，可产生俯仰力矩，滚转力矩或俯仰力矩会引发飞行器的滚转或俯仰，从而使升力产生水平分量推动飞行器前后左右运动，当喷气流速差动产生的反作用力的合力的水平分量不为零(失衡)，且此水平分量与飞行器立轴不相交时，可产生偏航力矩，推动飞行器绕立轴旋转；
在上述方案的基础上，在喷管内部设置可调节方向的导流片，利用喷管导流片的偏转改变喷射气流的方向，当围绕飞行器立轴的两组(或更多)喷管导流片同时顺时针或同时逆时针摆动时，可产生偏航力矩，当分布在任一与立轴相交的水平轴线两侧的两组(或更多)喷管导流片的摆动方向呈镜像对称时(即轴线一侧的导流片顺时针摆动时，另一侧逆时针摆动)，可产生平行于此轴线方向的水平推力，喷管导流片对封闭布局和周向布局的飞行器产生偏航力矩是必要的，因为其喷射气流反作用力的方向都与飞行器立轴相交，喷射气流的差动不能产生偏航力矩，喷管导流片作为辅助手段可以运用到采用其他升力单元布局方案的飞行器，由于气流偏转会降低升力，某些情况下还会干扰临近的气流，因此也可以采取在机翼后缘安装常规操纵面、或安装可偏转方向的喷管来达到偏转气流获得控制力的目的；
对于轻量级的飞行器，由于结构空间或成本等问题而不便于安装气流速度差动调节机构和飞行控制叶片时，可以采用倾斜升力翼面的方案，即所有升力单元安装在一个刚性结构上，此刚性结构与飞行机机身柔性连接，通过调节此刚性结构与机身的相对倾角，从而使飞行器获得除绕立轴自转之外的所有机动能力，这个方案特别适合于强调轻便特性的单人飞行器；
飞行器没有气流速度差动调节机构和喷管导流片，在其重心下方布置一个配重块，通过调整配重块水平位置来调整飞行器的重心，使其滚转或俯仰，从而使飞行器获得除绕立轴自转之外的所有机动能力，这个方案的结构和控制逻辑都很简单，特别适合微型无人机。
根据飞行器的操纵性和操纵逻辑的设计目标，可以混合采用以上控制方案。
利用油门控制飞行器总升力的大小，配合以上控制方案，飞行器可以获得在三维空间自由飞行的能力。
飞行控制系统也可用来中和某些机械运转带来的多余扭矩或动力。
第一控制方案和第二控制方案适合较大的飞行器，能够赋予飞行器与直升机相似的飞行性能。调节喷气流速有很多成熟技术可用，如调节压气机功率、在流道内设置阀门、改变喷管截面积等。
第三控制方案和第四控制方案适合较小型的飞行器，飞行器除了不能绕立轴自转，具有直升机其他的飞行性能。对于有乘员的飞行器，乘员可以左右转动自身，达到与飞行器绕立轴旋转相同的效果。
根据飞行器的目标性能的需求，在飞行器上可以增设传统固定翼飞机上常用的推力发动机、舵面、安定面、副翼等，以达到更好的操纵性能和飞行性能，或简化前述的飞行控制方案。
优选地，升力组件的翼体与飞行器的本体为一体结构。
由升力单元的升力原理可知，升力单元只需上翼面即可，下翼面在升力功能和结构上都是不必要的。因此，最佳的飞行器结构是升力单元的上翼面作为飞行器机身上部结构的一部分固定安装，这样就省去了下翼面、翼梁、一部分机身蒙皮等结构重量，并且消除了翼面的悬臂梁结构。升力单元的两侧布局更适合具有较大纵横比的飞行器，周向布局和封闭布局更适合纵横比较小的飞行器，如碟形飞行器。升力单元水平安装时升力效率最高，向下倾斜时，相当于固定翼带下反角，可以提升机动性。
为了更好的达到缩小体积的目的，可以将飞行器本体设计成为升力体结构。
飞行器的重心与升力中心在水平面的投影原则上应重合，否则需要飞行控制系统予以补偿。通过发动机、电池、燃油和辅助机械等安装高度的调整，可获得重心与升力中心的在立轴方向的相对位置的变化，即重心低于升力中心、两者持平、重心高于升力中心，分别对应固定翼飞机的上单翼、中单翼、下单翼结构,上单翼稳定性好、机动性差，下单翼稳定性差、机动性好，中单翼则中庸。
优选地，动力部包括进气口，进气口朝向飞行器的本体的上方设置。
常用的压气机有离心式、轴流式等，离心式压气机功率可调范围大、流量较小，轴流式功率可调范围小、流量大。一般情况下离心式压气机适合较小的飞行器，轴流式适合较大的飞行器。在大型飞行器上安装多个轴流式压气机，通过关闭部分压气机实现功率的大范围调整。压气机通过导管与升力单元的喷管相连接，安装在飞行器的上部。当压气机的出口气流速度较低、压缩比较大时，导管的形状对气流的影响较小，导管的设计自由度较高。当压气机的出口气流速度较高、压缩比较低时，导管的形状对气流的影响较大，导管的设计自由度较低，此时导管应较短、方向变化较平缓。压气机的安装方式对升力和垂直起降都有影响，压气机的进气口轴线应向上偏转安装，以利用进气负压增加升力，同时减小水平方向的拉力。当压气机进气口轴线垂直向上时，其附加升力效应最大，水平拉力为0。当压气机因为结构空间或导管的限制不能垂直向上安装时，可以设置两台以上的压气机，以抵消多余的拉力或扭矩，也可通过微调升力单元的布局、飞行控制系统来抵消。
作为飞行汽车的飞行器，采用鹞式飞机的自行车式起落架可以在简化结构、减重方面达到最优结果。对于其他用途的飞行器，起落架是不必要的。重型飞行器可以在海、河、湖面或人工开挖的港池中起降，在沙漠或高山等水资源匮乏的地方，可以修建有缓冲气囊的干船坞作为起降场地，或在飞行器机身下安装若干气囊作为起落架，这样不仅减掉了起落架的重量和成本，还能减轻机身的结构重量。根据重量级别和应用场景的区别，飞行器也可以采用常规的轮式或滑橇式起落架。
可采用内燃机、燃气涡轮机作为飞行器的发动机，采用机械传动或电传动驱动压气机。也可以直接用燃气涡轮机作为压气机，其内外涵气流分别、或混合后接入导管，这样对气流流经部件的耐热特性要求较高。微型型飞行器也可采用电池动力。采用电传动的方案时发动机的安装位置自由度最高，采用机械传动和燃气涡轮机直接喷气的方案时，发动机的安装位置接近或高于升力单元，对飞行器的重心影响较大。
以下根据附图具体描述本发明的飞行器的原理和多种实施例。
如图1所示，导管201将来自压气机的气流偏转后吹向机翼上翼面101产生升力，同时压气机的进气负压产生附加升力。如图2导管的断面所示，导管引导气流转向的同时也改变气流的横截面形状，使之沿着翼展分布的宽度大于压气机出口宽度。
在图3图4中，从机翼前缘到后缘之间存在一个翼面台阶102将上翼面101分成上游和下游两部分，前缘喷管301的气流受到台阶喷管302的气流的引射，有利于保持气流稳定。从图5可以看出，加入多道台阶喷管，可以很方便地获得超大的机翼面积而不引发气流分离。由于机翼下翼面与气流不存在相互作用，故下翼面可以从结构上省略。
如图6、图7所示为扇形多向翼，其翼型剖面互不平行，可以更好地适应扇形扩散的气流。在控制系统调整气流方向时，相当于机翼与气流存在侧滑现象，多向翼受侧滑影响较小。
在图8中，多个升力单元沿着飞行器任意水平轴413的两侧排列，各个升力单元的喷射气流的反作用力相互抵消，飞行器可以实现垂直起降。两侧布局适合长宽比较大的飞行器。
在图9中，多个升力单元围绕飞行器立轴412沿周向排列，各个升力单元的喷射气流的反作用力互相抵消。
在图10中，多个升力单元围绕飞行器立轴412沿径向排列，各个升力单元的喷射气流的反作用力互相抵消。
在图11中，一个封闭的环形的上翼面101和环形的前缘喷管301组成一个升力单元，升力单元的中心可以与飞行器立轴412重合，也可以不重合。由于环形喷管的喷射气流在水平方向的反作用力之和为零。
封闭布局、周向布局、星形布局适合长宽比较小的飞行器。
在图12中，飞行器采用周向布局，当围绕飞行器立轴412的气流同时顺时针或逆时针偏转时，产生已偏转方向的喷射气流403，可产生相反方向的扭矩，即偏航扭矩408。需要说明的是，图12中还标出了未偏转方向的喷射气流404。
在图13中，飞行器采用周向布局，当位于飞行器任意水平轴413的气流偏转方向互为镜像时，即一侧顺时针偏转、另一侧逆时针偏转，可产生平行于该水平轴的推力409。为减小偏转气流引发的侧滑效应，偏转角度不宜过大，产生的推力适合在起飞或降落时微调飞行器的水平位置。
图14至18和图20至21是实施例1飞行汽车。如图21所示，飞行汽车采用两侧布局，沿飞行汽车纵轴在车身顶部安装两个机翼，用两个离心压气机501压缩气流，压缩气流经导管201引向前缘喷管301，在导管内设置一个流道隔离墙，将导管下游和喷管分成独立的两部分，通过气流分配阀204调节两个喷管的气流大小，因此飞行汽车每侧有两个升力单元，共有四个升力单元。流道分隔板203、整流片202同时起到导管加强筋的作用，喷管导流片303作为喷管的加强筋，同时也可作为飞行控制线的一部分引导气流偏转。如图14所示，当位于飞行汽车后部的两个升力单元喷射较强的喷射气流401、位于前部的两个升力单元喷射较弱的喷射气流402时，就会产生俯仰力矩。如图15所示，此时飞行汽车前倾，升力405产生升力水平分量406，推动飞机前进，升力405的升力垂直分量407抵消重力。配合油门大小控制总升力大小，可实现飞行汽车的向前平飞、向前爬升、向前下降等机动动作。当气流强弱关系相反时，飞行汽车将向后运动。如图16所示，当飞行汽车右侧的两个升力单元的喷射较强的喷射气流401、左侧的气流较弱时，将产生横滚力矩，如图17所示，飞行汽车向左倾斜，升力405产生升力水平分量406，推动飞机向左运动，升力405的升力垂直分量407抵消重力。配合油门大小控制总升力大小，可实现飞行汽车的向左平飞、向左爬升、向左下降等机动动作。当气流强弱关系相反时，飞行汽车将向右运动。如图18所示，当飞行汽车左前、右后两个升力单元喷射较强的喷射气流401、左后、右前两个升力单元喷射较弱的喷射气流402时，将产生偏航力矩，飞行汽车将向右转。当气流强弱关系相反时，飞行汽车将向左转。如图20所示，飞行汽车采用自行车式起落架，包含前驱动转向轮601、后驱动转向轮602和平衡轮603。前后起落架均采用轮毂电机驱动，并可转向，为飞行汽车提供在公路行驶的能力。平衡轮主要在驻车时其平衡作用，行驶时可以收起。飞行汽车采用电传动，发动机带动发电机发电，由电力管理系统驱动压气机501或前驱动转向轮601、后驱动转向轮602。飞行汽车可以遵循普通交通规则在现有道路上行驶，可以在静止状态或任意路面行驶速度下起飞，也可以由空中垂直降落到路面、或以适合当前路面车流速度的飞行速度垂直并线降落到路面加入车流，作为汽车继续行驶。由此可知，采用本方案的飞行汽车具有最佳的实用性和适用性。
图19所示为另一种调节气流大小的方法。当可横置喷管导流片304横置时，前缘喷管301的截面积将缩小。这种调节方法既可以用于飞行控制系统，也可以作为适应飞行器负载大小变化的调节手段。
图22至25为实施例2飞行船，图23是飞行船的后部放大，图25是升力单元的正视图。飞行船在水面起降，省去了起落架，干船坞901和缓冲气囊902可供飞行船在缺乏水资源的环境起降。翼面台阶102将上翼面101分开，前缘喷管301、台阶喷管302和上翼面101共同组成升力单元，压气机501的压缩气流通过分岔的导管201分别导向前缘喷管301和台阶喷管302，然后流过上翼面101产生升力。上翼面101作为飞行器机身上部结构的一部分，没有悬臂梁结构，因而翼展长度不影响结构长度，再加上翼面台阶102扩展翼弦长度，可获得超大的翼面积。如果应用多级台阶喷管和更多的压气机，可以使飞行船达到数千吨的起飞重量。飞行船采用两侧布局，具有较大的长宽比，有利于减小前进阻力，飞行推进器701和操纵面703可使飞行船在不改变飞行状态或在飞行姿态变化较小的情况下获得较高的机动能力，同 时，在本例中压气机501采用倾斜安装的方式，相比垂直安装，其附加升力效应较小，但有利于提高飞行船的机动性。
图26至28是实施例3碟形飞行器。碟形飞行器的升力单元采用周向布局方案，升力单元彼此连接成一个环形结构。上翼面101作为飞行器机身上部结构的一部分，没有悬臂梁结构，一道台阶喷管302将上翼面101分为内外两个环，内环由三台压气机501和导管201、前缘喷管301分别为100度的扇形机翼提供气流，外环由六台压气机501和导管201、台阶喷管302分别为50度的扇形机翼提供气流。一个内环喷管及其对应的翼面和其下游的两个台阶喷管及其对应的翼面共同组成一个逻辑上的升力单元，因此本例可以看作是由三个升力单元构成的周向布局。喷管导流片303可以左右偏转，提供偏航扭矩，和起降时调整飞行器位置所需的水平推力。从升力单元向下依次是客舱801、货舱802、机械和燃油舱803。碟形飞行器采用电传动，发动机、发电机和电力管理系统等布置在底部，通过电力驱动顶部的压气机。碟形飞行器的长宽比为一比一，具有较大的面容比，因而结构效率较高，对其运载的货物尺寸、外形限制较小。需要指出的是，扇形扩散的气流耗散较快，减小耗散的办法有两个，一是减小扇形扩散的角度，最小可至0度，这需要在周向布置更多数量的喷管，二是减小气流流经的弦长，这需要限制翼弦长度，或增大翼面台阶的密度，即减小机翼前缘、翼面台阶之间、翼面台阶与翼面台阶之间的长度。与实施例2飞行船类似，碟形飞行器也没有起落架，在水面或陆地的干船坞中起降。应用多级台阶喷管和更多的压气机，碟形飞行器可达到超大的结构尺寸和起飞重量。
飞行船和碟形飞行器不依赖机场，不仅突破了固定翼飞机的应用限制，还能连通海洋与陆地，并且不受港口、道路或铁路及其线路和车站的限制，在任意两点之间建立一站式运输连接，因而具有非常广阔的应用前景。
图29至30是实施例4单人飞行伞。如图29所示，单人飞行伞采用封闭布局，由一个环形翼的上翼面101和环形的前缘喷管301构成一个封闭的升力单元，喷管导流片303是固定的，只作为喷管和翼面的连接及加强结构，升力单元只能通过调节压气机501的功率而调节升力大小，没有其他控制机构。客舱801是开放的，位于升力单元下方，通过球形轴承705与升力单元连接，球形轴承705可以水平360度旋转，可以向任意方向摆动约10度。驾驶者坐在客舱801，用手拉动升力单元倾斜操纵环704可以使升力单元向任意方向倾斜，转动升力单元倾斜操纵环704时，可以使自身连同客舱801与升力单元反向旋转，升力单元的旋转不改变升力指向，对飞行没有影响，而驾驶者和客舱801的旋转相当于改变了机头指向。配合油门控制压气机升力单元的升力大小，单人飞行伞可以具备直升机所有的机动能力。单人飞行伞采用电传动方案，发动机布置在客舱801下面的机械和燃油舱803，由电力驱动顶部的压气机501，机械和燃油舱803下面是气囊起落架604。单人飞行伞是非常轻便的载人飞行器方案。
图31至32是实施例5微型无人机，它采用与实施例4相同的升力单元及布局方案。由三个直线电机707通过弹簧708拉动配重706，可以改变飞行器的重心，从而改变升力单元的倾斜角度，配合油门大小，可以实现除绕立轴旋转之外的直升机所有的机动能力。采用本方 案的微型无人机不仅结构简单、控制简单，相对同等重量级别的其他无人机，其结构尺寸小、内部容积大，没有外露的旋翼，因而具有更好的安全性及适用性。
图33至36是实施例6水陆空三栖飞行器，它采用与实施例1飞行汽车类似的两侧布局方案，前缘喷管301和上翼面101组成一个升力单元，共有四个升力单元作为机身顶部结构沿纵轴两侧排列。机身整体为升力体造型。客舱801位于机身顶部中间，驾驶者通过登机梯607进入客舱801。压气机隐藏在机身内，通过压气机百叶窗608进气。起落架为自行车式，平衡轮603安装在登机梯607的末端。每侧的登机梯上都有两个挂架，悬挂式安装飞行推进器701和平衡气囊605。动力系统采用双动力方案，第一组发动机是内燃机或燃气轮机，采用电传动方案，发动机及发电机、电源管理系统等布置在机身内，由电力驱动两台压气机为四个升力单元提供气流是飞行器垂直起降和低速飞行，或驱动前驱动转向轮601和后驱动转向轮602在地面行驶，或驱动泵喷推进器702在水面行驶，第二组发动机是飞行推进器701，在此例中为冲压发动机，当飞行器由高空俯冲加速至0.6马赫时，飞行推进器701启动，可推动飞行器以超音速飞行，此时第一组发动机关闭，飞行器的升力来自机身升力体，尾翼709和腹鳍710为飞行器提供操纵力和稳定性。当飞行器以超音速飞行或在水面行驶时，登机梯607展开，起落架收起，起落架舱盖606关闭。平衡气囊605在水面行驶时充气膨胀，其他任何时候处于收缩状态。水陆空三栖飞行器是一种大气层内的全能型个人交通工具，其尺寸不超过一辆中型卡车。
以上所述仅为本发明的优选实施例而已，并不用于限制本发明，对于本领域的技术人员来说，本发明可以有各种更改和变化。凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (13)

  1. 一种飞行器，其特征在于，包括：
    动力部，用于产生气流，包括一个或多个排气端；
    升力组件，包括翼体和一个或多个喷管，所述喷管设置在所述翼体的上翼面位置处并与所述排气端连接，所述喷管沿平行于所述翼体的上翼面的方向喷气或朝向所述翼体喷气。
  2. 根据权利要求1所述的飞行器，其特征在于，所述升力组件包括多个所述喷管，其中至少两个所述喷管沿气流流经所述上翼面的方向依次设置。
  3. 根据权利要求1所述的飞行器，其特征在于，所述翼体为具有多个相互间不平行的翼剖面的多向翼。
  4. 根据权利要求1所述的飞行器，其特征在于，所述飞行器包括多个喷管，所述多个喷管在垂直于所述飞行器的立轴的平面上朝向不同的方向设置。
  5. 根据权利要求4所述的飞行器，其特征在于，所述多个喷管的布置方式包括以下任一项或多项的组合：
    两侧布置，沿所述飞行器的纵轴或横轴的两侧设置所述喷管；
    周向布置，围绕所述飞行器的立轴设置所述喷管，所述喷管的喷气方向的反向延长线与所述飞行器的立轴相交。
  6. 根据权利要求4所述的飞行器，其特征在于，所述飞行器还包括控制器，所述控制器控制所述动力部的出力和/或所述喷管的开度，以控制所述喷管的气流大小。
  7. 根据权利要求1所述的飞行器，其特征在于，所述升力组件包括：
    一个或多个围绕所述飞行器的立轴设置的翼体；
    一个或多个以所述飞行器的立轴为中心向外辐射喷气的喷管。
  8. 根据权利要求1所述的飞行器，其特征在于，所述翼体和/或所述喷管相对所述飞行器的本体可移动地设置。
  9. 根据权利要求1所述的飞行器，其特征在于，所述飞行器还包括配重，所述配重可移动地与所述飞行器的本体连接，通过移动配重以调整所述飞行器的重心，使得所述飞行器滚转或俯仰。
  10. 根据权利要求1所述的飞行器，其特征在于，所述飞行器还包括导管，所述动力部的排气端与所述升力组件的喷管通过所述导管连接。
  11. 根据权利要求1所述的飞行器，其特征在于，所述喷管内设置有一个或多个节流部，所述节流部能够关闭部分或全部的喷管。
  12. 根据权利要求1所述的飞行器，其特征在于，所述动力部包括进气口，所述进气口朝向所述飞行器的本体的上方设置。
  13. 根据权利要求1所述的飞行器，其特征在于，所述升力组件的翼体与所述飞行器的本体为一体结构。
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