Engine connection mechanism and unmanned aerial vehicle

Abstract

The present application discloses an engine connection mechanism and a drone. The outer sleeve is connected to the engine through a first bearing; the inner sleeve is arranged inside the outer sleeve and is coaxial with the outer sleeve; one end of the inner sleeve is detachably connected to the engine, and the other end thereof is connected to the side of the outer sleeve away from the engine through a second bearing; the rotating assembly is arranged between the outer wall of the inner sleeve and the inner wall of the outer sleeve, and the inner sleeve rotates on the outer sleeve through the rotating assembly; the second end plate is sleeved on the side of the outer sleeve away from the engine and is detachably connected to the outer sleeve, and one end of the second end plate away from the outer sleeve is connected to the drone; the anti-torsion assembly is arranged between the inner wall of the inner sleeve and the second end plate, and is configured to absorb the torsional load of the engine. Therefore, the present application reduces the torsional stress during the operation of the engine, reduces the degree of damage to the aircraft structure installed on one side of the second end plate by the additional torsional load of the engine, and improves the service life of the engine and its surrounding structures.

Description

Technical Field

[0001] The present application relates to the technical field of unmanned aerial vehicles, and in particular to an engine connection mechanism and an unmanned aerial vehicle. Background Art

[0002] UAV engines, as the power core of UAVs, have a significant impact on key indicators such as UAV performance, range and load. In the field of UAVs, piston engines have been widely used in small and medium-sized UAVs due to their simple structure, high cost-effectiveness and convenient maintenance.

[0003] However, during the operation of the piston engine under the existing technology, due to the complexity of the internal structure of the engine and the uneven distribution of energy, there will be significant differences in gas pressure between the cylinders. In addition, the inertial force generated by the reciprocating motion of the piston will also increase significantly. These factors work together to cause the engine to generate additional periodic torsional torque. This periodic additional torque not only cannot be effectively converted into the driving force for the drone to move forward, but may also cause additional stress to the mounting structure and fasteners around the engine, thereby affecting its service life and reliability. Summary of the invention

[0004] The embodiments of the present application provide an engine connection mechanism and a drone, thereby solving the technical problem in the prior art that the torsional torque generated during the operation of the engine affects the service life of the engine.

[0005] In the first aspect, an embodiment of the present application provides an engine connection mechanism, comprising an inner sleeve, an outer sleeve, a second end plate, an anti-torsion assembly and a rotation assembly; the outer sleeve is connected to the engine via a first bearing; the inner sleeve is arranged inside the outer sleeve and is coaxial with the outer sleeve; one end of the inner sleeve is detachably connected to the engine, and the other end thereof is connected to a side of the outer sleeve away from the engine via a second bearing; the rotation assembly is arranged between the outer wall of the inner sleeve and the inner wall of the outer sleeve, and the inner sleeve rotates to the outer sleeve via the rotation assembly; the second end plate is sleeved on a side of the outer sleeve away from the engine and is detachably connected to the outer sleeve, and one end of the second end plate away from the outer sleeve is connected to the fuselage; the anti-torsion assembly is arranged between the inner wall of the inner sleeve and the second end plate, and is configured to absorb the torsional load of the engine.

[0006] In combination with the first aspect, in a possible implementation, the anti-torsion component includes a connecting member, an elastic layer, a plurality of first tooth structures, and a plurality of second tooth structures; the connecting member is arranged at an end of the second end plate away from the fuselage, and is configured to extend into the inner sleeve; the plurality of first tooth structures are all arranged in the circumference of the connecting member; the plurality of second tooth structures are all arranged in the radial direction of the inner wall of the inner sleeve, the plurality of first tooth structures and the plurality of second tooth structures are combined to form a circular structure, and the side walls of the first tooth structures and the side walls of the adjacent second tooth structures form a accommodating space; the elastic layer is arranged in the accommodating space.

[0007] In combination with the first aspect, in a possible implementation, one end of the second toothed structure away from the inner sleeve is in clearance fit with the connecting member; and one end of the first toothed structure away from the connecting member is in clearance fit with the inner wall of the inner sleeve.

[0008] In combination with the first aspect, in a possible implementation, the engine connection mechanism also includes an excitation coil and a controller; the outer wall of the outer sleeve is provided with a second annular groove; the excitation coil is arranged in the second annular groove; the elastic layer is a smart material; the controller is electrically connected to the excitation coil, and the controller is configured to send instructions to the excitation coil based on the real-time speed of the engine to adjust its current.

[0009] In combination with the first aspect, in a possible implementation, the rotating assembly includes a plurality of support bearings; the plurality of support bearings are spaced apart along the length direction of the outer wall of the inner sleeve; the outer sleeve is provided with a plurality of first annular grooves corresponding to the support bearings; and the plurality of support bearings are configured to extend into the corresponding first annular grooves.

[0010] In combination with the first aspect, in a possible implementation, the engine connection mechanism also includes a first end plate; one end of the first end plate is connected to the engine, and the other end thereof is connected to the outer sleeve through the first bearing; the first end plate is detachably connected to an end of the inner sleeve away from the second end plate.

[0011] In combination with the first aspect, in a possible implementation, the engine connection mechanism also includes a plurality of first fasteners; a first through hole is provided in the middle of the first end plate; a plurality of first threaded holes are provided on the side of the inner sleeve away from the second end plate, and extend into the first through hole; a plurality of second threaded holes corresponding to the first threaded holes are provided on the inner wall of the first end plate; and the plurality of first fasteners are configured to pass through the corresponding second threaded holes and the first threaded holes in sequence to connect the inner sleeve to the first end plate.

[0012] In combination with the first aspect, in a possible implementation, the engine connection mechanism also includes a plurality of second fasteners; a plurality of fourth threaded holes are circumferentially arranged on the second end plate; a plurality of third threaded holes corresponding to the fourth threaded holes are arranged on the side of the outer sleeve away from the engine; and the plurality of second fasteners are configured to pass through the corresponding fourth threaded holes and third threaded holes in sequence to connect the outer sleeve to the second end plate.

[0013] In combination with the first aspect, in a possible implementation, an edge of the inner sleeve at one end away from the engine extends outward to form a circular contour; and the end of the outer sleeve away from the engine is connected to the circular contour via a second bearing.

[0014] In a second aspect, an embodiment of the present application provides a drone, comprising an engine connection mechanism of the first aspect or a possible implementation of the first aspect.

[0015] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects:

[0016] The engine connection mechanism provided in the embodiment of the present application includes an inner sleeve, an outer sleeve, a second end plate, an anti-torsion assembly and a rotating assembly. The first bearing is installed between the engine and the outer sleeve, mainly transmitting the axial load of the engine. The second bearing is installed on the side of the outer sleeve away from the engine and the end of the inner sleeve away from the engine, transmitting the axial load from the engine side. The rotating assembly is arranged between the outer wall of the inner sleeve and the inner wall of the outer sleeve, so that the inner sleeve can rotate smoothly in the outer sleeve, thereby reducing the torsional stress generated when the engine is running. The inner sleeve, the outer sleeve, the second end plate and the rotating assembly of the present application realize the decoupling of the torsional load and the axial load of the engine, and realize the transmission of the axial load of the inner sleeve and the outer sleeve through the first bearing and the second bearing. The rotating assembly realizes the transmission of the radial load of the inner sleeve and the outer sleeve. The anti-torsion assembly is arranged between the inner wall of the inner sleeve and the second end plate, and the anti-torsion assembly is configured to absorb the torsional load of the engine, effectively suppressing the torsional motion of the engine in the installation plane, especially in low-frequency states such as starting and stopping. Therefore, the engine connection mechanism of the embodiment of the present application reduces the torsional stress during engine operation, reduces the degree of damage to the aircraft structure installed on one side of the second end plate caused by the additional torsional load of the engine, and increases the service life of the engine and its surrounding structures. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following is a brief introduction to the drawings required for use in the description of the embodiments of the present application. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A schematic diagram of the structure of the engine connection mechanism provided in an embodiment of the present application;

[0019] Figure 2 for Figure 1 The main view;

[0020] Figure 3 for Figure 2 AA surface section view;

[0021] Figure 4 for Figure 2 BB surface cross-sectional view;

[0022] Figure 5 for Figure 2 The CC section view;

[0023] Figure 6 for Figure 2 DD section view;

[0024] Figure 7 A schematic diagram of the structure of the first end plate provided in an embodiment of the present application;

[0025] Figure 8 A schematic diagram of the structure of the excitation coil provided in an embodiment of the present application;

[0026] Fig. 9 A cross-sectional view of an excitation coil provided in an embodiment of the present application.

[0027] Icons: 1-inner sleeve; 11-first threaded hole; 2-outer sleeve; 21-third threaded hole; 22-first annular groove; 23-second annular groove; 3-second end plate; 31-fourth threaded hole; 4-first end plate; 41-first through hole; 42-second threaded hole; 5-anti-torsion assembly; 51-connecting piece; 52-elastic layer; 53-first tooth structure; 54-second tooth structure; 6-rotating assembly; 61-support bearing; 7-first bearing; 8-second bearing; 9-excitation coil. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0029] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship indicated by the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the embodiments of the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. The terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance. In addition, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0030] The embodiment of the present application provides an engine connection mechanism, such as Figures 1 to 9 As shown. The engine connection mechanism includes an inner sleeve 1, an outer sleeve 2, a second end plate 3, an anti-torsion assembly 5 and a rotation assembly 6. The outer sleeve 2 is connected to the engine through a first bearing 7. The inner sleeve 1 is arranged inside the outer sleeve 2 and is coaxial with the outer sleeve 2. One end of the inner sleeve 1 is detachably connected to the engine, and the other end thereof is connected to the side of the outer sleeve 2 away from the engine through a second bearing 8. The rotation assembly 6 is arranged between the outer wall of the inner sleeve 1 and the inner wall of the outer sleeve 2, and the inner sleeve 1 rotates on the outer sleeve 2 through the rotation assembly 6. The second end plate 3 is sleeved on the side of the outer sleeve 2 away from the engine, and is detachably connected to the outer sleeve 2, and one end of the second end plate 3 away from the outer sleeve 2 is connected to the fuselage. The anti-torsion assembly 5 is arranged between the inner wall of the inner sleeve 1 and the second end plate 3, and is configured to absorb the torsional load of the engine.

[0031] Specifically, the first bearing 7 and the second bearing 8 of the present application are both thrust bearings, which bear the axial thrust generated by the engine during operation.

[0032] It should be noted that the first bearing 7 is installed between the engine and the outer sleeve 2, mainly transmitting the axial load of the engine. The second bearing 8 is installed on the side of the outer sleeve 2 away from the engine and the end of the inner sleeve 1 away from the engine, transmitting the axial load from the engine side. The rotating assembly 6 is arranged between the outer wall of the inner sleeve 1 and the inner wall of the outer sleeve 2, so that the inner sleeve 1 can rotate smoothly in the outer sleeve 2, thereby reducing the torsional stress generated when the engine is running. The inner sleeve 1, the outer sleeve 2, the second end plate 3 and the rotating assembly 6 of the present application realize the decoupling of the torsional load and the axial load of the engine, and realize the transmission of the axial load of the inner sleeve 1 and the outer sleeve 2 through the first bearing 7 and the second bearing 8. The rotating assembly 6 realizes the transmission of the radial load of the inner sleeve 1 and the outer sleeve 2. The anti-torsion assembly 5 is arranged between the inner wall of the inner sleeve 1 and the second end plate 3, and the anti-torsion assembly 5 is configured to absorb the torsional load of the engine, effectively suppressing the torsional movement of the engine in the installation plane, especially in low-frequency conditions such as starting and stopping. Therefore, the engine connection mechanism of the embodiment of the present application reduces the torsional stress during engine operation, reduces the degree of damage to the aircraft structure installed on one side of the second end plate 3 caused by the additional torsional load of the engine, and increases the service life of the engine and its surrounding structures.

[0033] In the prior art, during the operation of the engine, especially in low-frequency conditions such as starting and stopping, obvious torsional motion will occur in the installation plane. Although the amplitude of this torsional motion will decrease as the operating frequency increases, the engine will still experience reciprocating periodic torsional motion. This periodic torsional motion has an extremely adverse effect on the life of the surrounding structures of the engine.

[0034] One end of the engine connection mechanism of the embodiment of the present application is connected to the engine, and the other end is connected to the fuselage. Through the action of various components in the engine connection mechanism, the axial load is efficiently transmitted to the fuselage. The additional torsional load is filtered by the anti-torsion component 5, and the torsional load transmitted to the fuselage is greatly reduced, thereby improving the service life of the fuselage structure.

[0035] In the embodiment of the present application, the torsion-resistant assembly 5 includes a connector 51, an elastic layer 52, a plurality of first tooth structures 53, and a plurality of second tooth structures 54. The connector 51 is disposed at an end of the second end plate 3 away from the fuselage, and is configured to extend into the inner sleeve 1. The plurality of first tooth structures 53 are all disposed in the circumferential direction of the connector 51. The plurality of second tooth structures 54 are all disposed in the radial direction of the inner wall of the inner sleeve 1, and the plurality of first tooth structures 53 and the plurality of second tooth structures 54 are enclosed to form a circular structure, and the side walls of the first tooth structures 53 and the side walls of the adjacent second tooth structures 54 form a receiving space. The elastic layer 52 is disposed in the receiving space.

[0036] Specifically, the elastic layer 52 of the present application may be made of rubber material.

[0037] It should be noted that the present application has four first tooth structures 53, which are evenly arranged in the circumference of the connecting piece 51. Four second tooth structures 54 are provided, which are evenly arranged in the radial direction of the inner wall of the inner sleeve 1. The rubber material is arranged in the accommodating space formed by the first tooth structure 53 and the adjacent second tooth structure 54, so that the rubber material has better pressure resistance. The radial direction of the rubber material is limited by the inner sleeve 1 and the connecting piece 51, and the side wall of the rubber material is limited by the first tooth structure 53 and the adjacent second tooth structure 54. When the engine generates torsional motion, the rubber material can deform, absorb part of the torsional energy, and slow down the transmission speed of the torsional stress, so that the torsional stress generated by the engine during starting, stopping or running can be better controlled. At the same time, the rubber material also helps to reduce the noise generated during the operation of the engine.

[0038] In actual operation, when the torsional load of the engine is transmitted from the inner sleeve 1 to the outer sleeve 2, it is filtered by the rubber material between the second tooth structure 54 installed on the inner sleeve 1 and the first tooth structure 53 of the second end plate 3, so that the rubber material absorbs most of the torsional load, and only a small part of the torsional load is transmitted to the second end plate 3, thereby reducing the degree of damage to the aircraft structure installed on one side of the second end plate 3 caused by the additional torsional load of the engine, and improving the service life of the engine and its surrounding structures.

[0039] In the embodiment of the present application, one end of the second tooth structure 54 away from the inner sleeve 1 is in clearance fit with the connecting member 51. One end of the first tooth structure 53 away from the connecting member 51 is in clearance fit with the inner wall of the inner sleeve 1.

[0040] It should be noted that the design of the clearance fit allows a certain degree of freedom for the first tooth structure 53 and the second tooth structure 54 to move relative to each other, thereby avoiding excessive friction caused by direct contact. When the engine generates a torsional motion, the clearance fit allows a certain relative displacement between the first tooth structure 53 and the second tooth structure 54, which can absorb part of the torsional energy, thereby enhancing the torsional resistance of the entire connection mechanism.

[0041] In the embodiment of the present application, the engine connection mechanism further includes an excitation coil 9 and a controller. The outer wall of the outer sleeve 2 is provided with a second annular groove 23. The excitation coil 9 is arranged in the second annular groove 23. The elastic layer 52 is a smart material. The controller is electrically connected to the excitation coil 9, and the controller is configured to send instructions to the excitation coil 9 based on the real-time speed of the engine to adjust its current.

[0042] It should be noted that both the inner sleeve 1 and the outer sleeve 2 are made of magnetic conductive materials, so that they can be used as a medium for magnetic field transmission, providing a basis for the performance regulation of smart materials. Smart materials can be magnetically sensitive materials, such as magnetorheological elastomers, which can significantly change their mechanical properties under the action of a magnetic field. However, the application of smart materials in this application is not limited to this, and current-sensitive materials can also be used. In this case, the excitation coil 9 originally used to generate a magnetic field and its control system will be adjusted accordingly to adapt to the demand for current as a control signal.

[0043] Specifically, when the excitation coil 9 is energized, a magnetic field is generated around it, and this magnetic field acts on the smart material, changing its mechanical properties. The performance of the smart material will change under the action of the magnetic field. The controller can accurately control the magnetic field strength by adjusting the current of the excitation coil 9, thereby adjusting the mechanical properties of the smart material. Through preliminary experiments, the corresponding relationship data of the engine torsional load and speed are collected. During the flight of the drone, the controller monitors the engine speed in real time, and adjusts the current of the excitation coil 9 according to the experimental data to achieve the optimal torsional load attenuation effect.

[0044] In the actual scenario of UAV flight, the controller will receive the engine speed signal in real time, and combine the data of the corresponding relationship between the engine torsional load and the speed collected in the previous experiments to perform rapid calculation and analysis. Based on these analysis results, the controller will send corresponding instructions to the excitation coil 9 to adjust the current, thereby changing the magnetic field strength, and ultimately affecting the stiffness and other properties of the smart material. This dynamic adjustment mechanism ensures that the engine torsional load can be effectively controlled at all stages of the UAV flight, so that its damage to the fuselage end is always kept at a minimum level. The entire process not only reflects the advancement and intelligence of the technology, but also ensures the stability and reliability of the UAV system.

[0045] In the embodiment of the present application, the rotating assembly 6 includes a plurality of support bearings 61. The plurality of support bearings 61 are arranged at intervals along the length direction of the outer wall of the inner sleeve 1. The outer sleeve 2 is provided with a plurality of first annular grooves 22 corresponding to the support bearings 61, and the plurality of support bearings 61 are configured to extend into the first annular grooves 22 corresponding thereto.

[0046] It should be noted that the present application has two support bearings 61, which are respectively arranged on both sides of the inner sleeve 1. The present application effectively enhances the overall structural stability of the rotating assembly 6 and reduces the deviation caused by rotation or high-speed movement by arranging support bearings 61 on both sides of the inner sleeve 1 and embedding them in the annular groove of the outer sleeve 2.

[0047] In the embodiment of the present application, the engine connection mechanism further includes a first end plate 4. One end of the first end plate 4 is connected to the engine, and the other end thereof is connected to the outer sleeve 2 through a first bearing 7. The first end plate 4 is detachably connected to an end of the inner sleeve 1 away from the second end plate 3.

[0048] It should be noted that, since the first end plate 4 is detachable, it can be selected and adjusted according to different engine models, sizes and installation requirements, thereby improving the adaptability and flexibility of the connecting mechanism and enabling it to be more widely used in different UAVs.

[0049] In the embodiment of the present application, the engine connection mechanism also includes a plurality of first fasteners. A first through hole 41 is provided in the middle of the first end plate 4. A plurality of first threaded holes 11 are provided on the side of the inner sleeve 1 away from the second end plate 3, and extend into the first through hole 41. A plurality of second threaded holes 42 corresponding to the first threaded holes 11 are provided on the inner wall of the first end plate 4. The plurality of first fasteners are configured to pass through the corresponding second threaded holes 42 and the first threaded holes 11 in sequence to connect the inner sleeve 1 to the first end plate 4.

[0050] It should be noted that the first end plate 4 is sleeved on the outer wall of the inner sleeve 1 for easy installation. The use of multiple first fasteners and their design of sequentially passing through the second threaded hole 42 and the first threaded hole 11 ensures that the connection between the inner sleeve 1 and the first end plate 4 is firm and reliable, and enhances the connection strength to withstand various forces and moments generated when the engine is running.

[0051] In the embodiment of the present application, the engine connection mechanism further includes a plurality of second fasteners. A plurality of fourth threaded holes 31 are provided in the circumference of the second end plate 3. A plurality of third threaded holes 21 corresponding to the fourth threaded holes 31 are provided on the side of the outer sleeve 2 away from the engine. The plurality of second fasteners are configured to pass through the corresponding fourth threaded holes 31 and the third threaded holes 21 in sequence, so that the outer sleeve 2 is connected to the second end plate 3.

[0052] It should be noted that the use of multiple second fasteners ensures that the connection between the outer sleeve 2 and the second end plate 3 is firm and reliable.

[0053] In the embodiment of the present application, the edge of the inner sleeve 1 at one end away from the engine extends outward to form a circular profile. The end of the outer sleeve 2 away from the engine is connected to the circular profile through a second bearing 8.

[0054] It should be noted that the circular profile design provides a more stable support for the connection between the outer sleeve 2 and the inner sleeve 1. The circular profile makes the connection between the outer sleeve 2 and the inner sleeve 1 more intuitive and simple. During the installation process, the operator can more easily position the outer sleeve 2 on the circular profile of the inner sleeve 1 and tighten it through the second bearing 8.

[0055] An embodiment of the present application provides a drone, comprising the above-mentioned engine connection mechanism.

[0056] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other. Each embodiment focuses on the differences from other embodiments.

[0057] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit the present application. Although the present application has been described in detail with reference to the aforementioned embodiments, a person of ordinary skill in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some or all of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the present application.

Claims

1. An engine connection mechanism, characterized in that: It comprises an inner sleeve (1), an outer sleeve (2), a second end plate (3), an anti-torsion component (5) and a rotating component (6); Also includes a first end plate (4); One end of the first end plate (4) is connected to the engine, and the other end thereof is connected to the outer sleeve (2) via a first bearing (7); The first end plate (4) is detachably connected to an end of the inner sleeve (1) away from the second end plate (3); The inner sleeve (1) is arranged inside the outer sleeve (2) and is coaxial with the outer sleeve (2); One end of the inner sleeve (1) is detachably connected to the engine, and the other end is connected to a side of the outer sleeve (2) away from the engine via a second bearing (8); The rotating assembly (6) is arranged between the outer wall of the inner sleeve (1) and the inner wall of the outer sleeve (2), and the inner sleeve (1) rotates on the outer sleeve (2) through the rotating assembly (6); The second end plate (3) is sleeved on a side of the outer sleeve (2) away from the engine and is detachably connected to the outer sleeve (2); an end of the second end plate (3) away from the outer sleeve (2) is connected to the fuselage; The anti-torsion component (5) is arranged between the inner wall of the inner sleeve (1) and the second end plate (3), and is configured to absorb the torsional load of the engine.

2. The engine connection mechanism according to claim 1, characterized in that: The anti-torsion component (5) comprises a connecting piece (51), an elastic layer (52), a plurality of first tooth structures (53), and a plurality of second tooth structures (54); The connecting member (51) is arranged at an end of the second end plate (3) away from the fuselage, and is configured to extend into the inner sleeve (1); A plurality of the first tooth-shaped structures (53) are all arranged in the circumferential direction of the connecting member (51); The plurality of second tooth-like structures (54) are all arranged in the radial direction of the inner wall of the inner sleeve (1); the plurality of first tooth-like structures (53) and the plurality of second tooth-like structures (54) are combined to form a circular structure; the side walls of the first tooth-like structures (53) and the side walls of the adjacent second tooth-like structures (54) form a receiving space; The elastic layer (52) is arranged in the accommodating space.

3. The engine connection mechanism according to claim 2, characterized in that: An end of the second toothed structure (54) away from the inner sleeve (1) is in clearance fit with the connecting member (51); One end of the first toothed structure (53) away from the connecting member (51) is in clearance fit with the inner wall of the inner sleeve (1).

4. The engine connection mechanism according to claim 2, characterized in that: Also includes an excitation coil (9) and a controller; The outer wall of the outer sleeve (2) is provided with a second annular groove (23); The excitation coil (9) is arranged in the second annular groove (23); The elastic layer (52) is a smart material; The controller is electrically connected to the excitation coil (9), and is configured to send instructions to the excitation coil (9) based on the real-time rotation speed of the engine to adjust the current thereof.

5. The engine connection mechanism according to claim 1, characterized in that: The rotating assembly (6) comprises a plurality of support bearings (61); A plurality of the support bearings (61) are arranged at intervals along the length direction of the outer wall of the inner sleeve (1); The outer sleeve (2) is provided with a plurality of first annular grooves (22) corresponding to the support bearings (61), and the plurality of support bearings (61) are configured to extend into the first annular grooves (22) corresponding thereto.

6. The engine connection mechanism according to claim 1, characterized in that: Also included are a plurality of first fasteners; A first through hole (41) is provided in the middle of the first end plate (4); A plurality of first threaded holes (11) are provided on a side of the inner sleeve (1) away from the second end plate (3) and extend into the first through hole (41); The inner wall of the first end plate (4) is provided with a plurality of second threaded holes (42) corresponding to the first threaded holes (11); The plurality of first fasteners are configured to pass through the corresponding second threaded holes (42) and the first threaded holes (11) in sequence to connect the inner sleeve (1) to the first end plate (4).

7. The engine connection mechanism according to claim 1, characterized in that: Also included are a plurality of second fasteners; A plurality of fourth threaded holes (31) are arranged in the circumferential direction of the second end plate (3); A plurality of third threaded holes (21) corresponding to the fourth threaded holes (31) are provided on a side of the outer sleeve (2) away from the engine; The plurality of second fasteners are configured to pass through the corresponding fourth threaded holes (31) and third threaded holes (21) in sequence, so that the outer sleeve (2) is connected to the second end plate (3).

8. The engine connection mechanism according to claim 1, characterized in that: The edge of the inner sleeve (1) at one end away from the engine extends outward to form a circular profile; An end of the outer sleeve (2) away from the engine is connected to the circular profile via a second bearing (8).

9. A drone, characterized in that: It comprises the engine connection mechanism as described in any one of claims 1-8.

Images