Flexible gliding aircraft boosted by manpower and assembly method

Abstract

The invention discloses a flexible gliding aircraft boosted by manpower and an assembling method. The flexible gliding aircraft boosted by manpower comprises a paraglider wing assembly, a seat bag assembly and a boosting system assembly, the boosting system assembly comprises a pedal mechanism, a seat, a middle transmission mechanism and a propeller mechanism; the pedal mechanism comprises a crank, a fluted disc and pedals; the middle transmission mechanism comprises a transmission shaft and an outer pipe assembly, the transmission shaft comprises a spline shaft, a transmission shaft front section, a cross-shaped universal coupling and a transmission shaft rear section, a gear meshed with the annular rack of the fluted disc is installed at the front end of the spline shaft, and the front end of the transmission shaft front section is in spline transmission with the spline at the rear end of the spline shaft. The rear end of the transmission shaft front section is connected with the front end of the transmission shaft rear section through a cross universal coupling; the rear end of the transmission shaft rear section is rigidly connected with a propeller mechanism main shaft; the spline shaft is arranged in the three-way seat through a spline shaft front bearing and a spline shaft rear bearing; the front end of the three-way seat is connected with the middle shaft through a crank left bearing and a crank right bearing; the intermediate transmission mechanism is high in transmission efficiency, light in overall weight and small in frictional resistance.

Description

Technical Field

[0001] The present invention belongs to the fields of air transportation and sports fitness, and particularly relates to a human-powered assisted gliding aircraft component and an assembly method thereof. Background Art

[0002] Manned paraglider flight is an aviation sports project. Paragliding is a sport closely related to geography and climate. Simply put, it is the movement of wind. In fact, flight is closely related to factors such as geographical location, topography, solar radiation temperature difference, air humidity, and surface albedo. The flight environments brought by different latitudes and altitudes are all different.

[0003] Currently, paragliding sports on the market can be divided into two major categories in terms of power type: "non-powered paragliders" and "powered paragliders". Non-powered paragliders rely on the sun shining on the earth to form horizontal winds and vertical airflows. In this process, clouds are generated (clouds are the visible results of the water cycle on the earth). With the help of this natural combined force, non-powered paragliders can fly like birds. Powered paragliders are developed from non-powered paragliders and are equipped with power devices. The power is generally a fuel engine or an electric motor. The power device drives the propeller to rotate to generate corresponding thrust or pull. Coupled with the lift of the paraglider wing, "takeoff and landing on flat ground" is no longer a problem, achieving the purpose of flying higher, farther, and having a longer flight time. However, non-powered paragliders do not have a power device and can only glide relying on airflows. If there is no airflow, they can only land; powered paragliders are different. Even without airflow, they can rely on the power device to achieve climbing and gliding.

[0004] It can be seen that during the gliding flight process, with the addition of power, a better flight experience can be achieved. However, currently, a set of paraglider power devices are heavy (about 18 KG), have a high manufacturing cost (about 20,000 yuan), and require energy supplies such as fuel or electricity. This leads to problems such as inconvenient carrying during use, high physical requirements for pilots during takeoff and landing (requiring running with a load), and limited carried energy resulting in a short flight time. Summary of the Invention

[0005] The purpose of the present invention is to solve the existing product blank and corresponding technical problems, and provide a gliding aircraft that can be assisted by human power. The present invention does not require a power system and only relies on the physical strength of the pilot (mainly pedaling actions). Through a complete transmission system, functions such as energy direction conversion, speed increase, and flight attitude optimization are achieved. The invention has the characteristics of few parts, easy processing, low manufacturing cost, simple assembly, and maintenance-free.

[0006] Another object of the present invention is to provide an assembly method for a gliding aircraft assisted by human power.

[0007] The technical solution of the present invention is: a flexible gliding aircraft boosted by manpower, characterized in that it comprises a wing assembly, a seat bag assembly, and a boosting system assembly; the boosting system assembly includes a foot pedal mechanism, an intermediate transmission mechanism, and a propeller mechanism; the foot pedal mechanism includes a crank, a sprocket, and a footrest. The crank includes a central shaft in the middle and crank arms connected to both ends of the central shaft. The footrest is installed at the free end of the crank arm. The crank arm at one end of the central shaft is fixedly connected to the sprocket through a sprocket bolt; there is a circumferential flange extending axially around the sprocket, and an annular rack is provided on the flange; the intermediate transmission mechanism includes a transmission shaft, and the transmission shaft includes a spline shaft, a front section of the transmission shaft, a cross universal coupling, and a rear section of the transmission shaft. A gear meshing with the annular rack of the sprocket is installed at the front end of the spline shaft. The front end of the front section of the transmission shaft is in spline transmission with the rear end of the spline shaft. The rear end of the front section of the transmission shaft is connected to the front end of the rear section of the transmission shaft through a cross universal coupling. The rear end of the rear section of the transmission shaft is rigidly connected to the main shaft of the propeller mechanism; the spline shaft is installed in a three-way seat through two bearings, namely a front spline shaft bearing and a rear spline shaft bearing. The front end of the three-way seat is connected to the central shaft through two bearings, namely a left crank bearing and a right crank bearing; the intermediate transmission mechanism further includes an outer tube assembly. The outer tube assembly includes three pipe fittings sleeved on the spline shaft, the front section of the transmission shaft, and the rear section of the transmission shaft and capable of being coaxially arranged. The three pipe fittings are an adjustment pipe rigidly connected to the rear end of the three-way seat, a front section of the outer main beam, and a rear section of the outer main beam. The front section of the outer main beam is hinged to the rear section of the outer main beam through a hinge seat, and the hinge seat corresponds to the cross universal coupling.

[0008] The adjustment pipe and the front section of the outer main beam form a telescopable sleeve structure. The hinge seat includes a front section of the hinge seat and a rear section of the hinge seat. The front section of the outer main beam is rigidly connected to the front section of the hinge seat, and the rear section of the outer main beam is rigidly connected to the rear section of the hinge seat. The front section of the hinge seat and the rear section of the hinge seat are connected through a hinge adjustment bolt to form a hollow hinge; the cross universal coupling includes a front universal joint fork, a universal joint cross shaft, and a rear universal joint fork. The rear end of the front section of the transmission shaft is rigidly connected to the front universal joint fork, the rear universal joint fork is rigidly connected to the front end of the rear section of the transmission shaft, and the rear end of the rear section of the transmission shaft is rigidly connected to the main shaft of the propeller mechanism; the outer ring of the front universal joint bearing is connected to the inner hole of the front section of the hinge seat, the inner ring of the front universal joint bearing is connected to the front universal joint fork, and the inner ring of the front universal joint bearing contacts the rear end face of the front section of the transmission shaft to realize the axial positioning of the front universal joint fork; the outer ring of the rear universal joint bearing is connected to the inner hole of the rear section of the hinge seat, the inner ring of the rear universal joint bearing is connected to the shaft part of the rear universal joint fork, and the inner ring of the rear universal joint bearing contacts the front end face of the rear section of the transmission shaft to realize the axial positioning of the rear universal joint fork.

[0009] The casing structure is locked and positioned after and before adjusting the hoop; the front section of the transmission shaft is drivingly connected to the external spline of the spline shaft through an internal spline mechanism; the front section of the hinge seat includes a hollow seat body, two oppositely arranged ear plates I and II connected to the end of the seat body, both ear plates I and II have connection holes, there is a concentric step at the orifice of the connection hole on the inner side of ear plate I, and there is a split thread hole on the concentric step, and a circle of positioning semi-circular grooves is arranged in an array on the hole wall of the connection hole of ear plate II; the rear section of the hinge seat includes a hollow seat body, two oppositely arranged ear plates III and IV connected to the end of the seat body, ear plate III has the same structure as ear plate I, and ear plate IV has the same structure as ear plate II; when the concentric step on ear plate I of the front section of the hinge seat is sleeved in the connection hole of ear plate IV of the rear section of the hinge seat, and the connection hole on ear plate II of the front section of the hinge seat is sleeved outside the concentric step of ear plate III of the rear section of the hinge seat, the hinge rotation axes of the front section and the rear section of the hinge seat are concentric; the split thread hole on ear plate I of the front section of the hinge seat is aligned with a positioning semi-circular groove on ear plate IV of the rear section of the hinge seat, and the split thread hole and the positioning semi-circular groove form a complete round hole, and the hinge adjustment bolt is screwed into the round hole and tightened to complete the fixation of ear plate I and ear plate IV; similarly, the fixation of ear plate II and ear plate III is completed.

[0010] The front end of the tee seat has an assembly hole for fitting with the outer rings of two bearings, and the front end of the tee seat is connected to the middle shaft through two bearings, namely the crank left bearing and the crank right bearing, installed at the assembly hole.

[0011] The booster system assembly further includes a seat, the bottom of the seat is provided with a seat mounting hole, the seat mounting hole is hingedly connected to the seat tilt rotation shaft, the seat tilt rotation shaft is rigidly connected to the seat fixing hoop through a rotating shaft U-shaped hinge, the seat is hingedly connected to the seat tilt adjustment rod, and a hinge connection is formed between the seat tilt adjustment rod and the adjustment rod swing hoop through an adjustment rod Y-shaped hinge, and the adjustment rod swing hoop and the seat fixing hoop are installed on the rear section of the outer main beam.

[0012] The gear is radially installed with a gear setscrew, the tip of the gear setscrew faces the spline shaft, and the axial positioning of the gear on the spline shaft is achieved by tightening the gear setscrew.

[0013] The toothed disc is a double-disc structure composed of a large toothed disc and a small toothed disc concentrically arranged with the large toothed disc; an installation disc is provided on the crank arm, and there is a first installation hole on the installation disc for fitting with the toothed disc bolt, and a second installation hole corresponding to the first installation hole is provided on the toothed disc.

[0014] The rear section of the transmission shaft is made of a carbon fiber tube, and the outer diameter of the shaft at the rear end of the rear fork of the universal joint and the inner diameter of the rear section of the transmission shaft adopt an interference fit between the shaft and the hole, and are fixedly bonded through epoxy resin glue; the front section of the transmission shaft is made of an aluminum alloy tube, the inner wall is in the form of a spline hole, and the outer diameter of the shaft at the front end of the front fork of the universal joint and the inner diameter of the front section of the transmission shaft adopt an interference fit between the shaft and the hole, and are fixedly bonded through epoxy resin glue.

[0015] The seat bag assembly is pre-fixed to the seat of the booster system assembly. The fixing method is as follows: Remove the seat from the booster system assembly, put the seat bag assembly outside the seat, and then reinstall the seat to the booster system assembly so that the seat bag assembly covers the seat.

[0016] An assembly method of a flexible gliding aircraft boosted by manpower as described above includes transmission ratio adjustment, footrest-to-seat distance adjustment, footrest elevation angle adjustment, seat position and backrest tilt angle adjustment. Transmission ratio adjustment: A gear top screw is installed on the gear for axial displacement and adjustment of the gear on the spline shaft to meet the design requirements of pilots with different strengths. The transmission ratio between the sprocket and the propeller mechanism of the propeller is 1:5 - 8. When the gear meshes with the large sprocket, the transmission ratio is large, suitable for pilots with large strength to choose; when the gear meshes with the small sprocket, the transmission ratio is small, suitable for pilots with small strength to choose. Footrest-to-seat distance adjustment: There is an adjustment tube at the output end of the footrest mechanism. The outer diameter of the adjustment tube is the same as the inner diameter of the front section of the outer main beam. When the adjustment clamp is loosened, the adjustment tube before and after the adjustment clamp can slide axially in the front section of the outer main beam, thereby changing the distance between the tee seat and the seat. After adjusting to the appropriate distance, the adjustment tube is fixed to the front section of the outer main beam by tightening the adjustment clamp before and after the adjustment clamp on the front section of the outer main beam. Footrest elevation angle adjustment: A rear hinge seat and a front hinge seat are designed between the front section and the rear section of the outer main beam. The front hinge seat and the rear hinge seat are connected by a hinge adjustment bolt to form a hollow hinge. The included angle a between the front section and the rear section of the transmission shaft is a = ±25°. Remove the hinge adjustment bolt, rotate the front hinge seat and the rear hinge seat until the included angle a reaches a suitable position, and fix the hinge adjustment bolt. Seat position and backrest tilt angle adjustment: The seat is connected to the rear section of the outer main beam through a seat fixing clamp and an adjusting rod swing clamp, so as to realize the front-back position adjustment of the seat on the rear section of the outer main beam. A hinge mechanism is designed between the lower part of the seat and the seat fixing clamp. The hinge mechanism includes a seat tilt rotation shaft, a seat mounting hole, and a rotating shaft U-shaped hinge, so that the seat rotates along the seat tilt rotation shaft. The seat tilt adjustment rod forms a hinge connection with the adjusting rod swing clamp through an adjusting rod Y-shaped hinge. The rotation angle control is completed by the seat tilt adjustment rod. The seat tilt adjustment rod contacts the seat backrest, so that the seat back, the seat tilt adjustment rod, and the rear section of the outer main beam form a triangular mechanism to ensure the structural stability.

[0017] In order to achieve overall light weight, the drive shaft of the transmission component adopts a hollow structure. The rear section of the drive shaft is made of a carbon fiber tube, and the spline shaft is an aluminum alloy external spline tube; the front section of the drive shaft is an aluminum alloy internal spline tube; both the universal joint front fork and the universal joint rear fork are made of aluminum alloy hollow tubes. To further reduce the overall weight, the left footrest, crank, right footrest, chainring, chainring, gear, and three-way seat are all made of aluminum alloy; the adjustment tube and the rear section of the outer main beam are made of carbon fiber tubes; all connecting bolts are made of titanium alloy. The intermediate transmission mechanism of the present invention has high transmission efficiency, low overall weight, and small frictional resistance.

[0018] The present invention provides a human-powered flight boost device, which can convert human power into the rotational kinetic energy of the tail propeller through a hang glider pilot by means of pedaling or hand cranking, and convert the rotation of the propeller into thrust to achieve the boost force during flight, thereby enabling a longer flight distance, faster speed, and longer hovering time. Brief Description of the Drawings

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments in conjunction with the accompanying drawings, where: Figure 1 is the overall drawing of a human-powered boost glider of the present invention; Figure 2 is the three-view drawing of a human-powered boost glider of the present invention; Figure 3 is the overall drawing of the seat bag and the boost system after assembly; Figure 4 is the schematic diagram of the connection state between the seat bag and the boost system; Figure 5 is the overall drawing of the pedal mechanism 3100 after assembly; Figure 6 is the exploded view of the pedal mechanism 3100; Figure 7 is the overall drawing of the seat and the intermediate transmission mechanism 3200 after assembly; Figure 8 is the exploded view of the seat and the intermediate transmission mechanism 3200; Figure 9 is the installation schematic diagram of the variable pitch propeller mechanism 3300; Figure 10 is the cross-sectional view of the pedal mechanism 3100 (meshing position of zero-backlash gear and rack drive); Figure 11 is the schematic diagram of the position and adjustment range of the adjustable mechanism; Figure 12 is the partial cross-sectional view of the pedal mechanism 3100 (axial positioning relationship between the 8T gear 3103, gear setscrew 3104 and the spline shaft 3107); Figure 13 Schematic diagram of the assembly relationship of the internal moving parts of the foot pedal mechanism 3100; Figure 14 Exploded view of the connection method of the hinge seat; Figure 15 Schematic diagram of the connection method of the hinge seat; Figure 16 Exploded view of the automatically adjustable pitch propeller mechanism; Figure 17 Exploded view of the "propeller clip" component in the present invention; Figure 18 Schematic diagram of the detailed features of the "screw rod" part; Figure 19 Schematic diagram of the detailed features of the "lower gasket" part; Figure 20 For Figure 19 Stereogram; Figure 21 Schematic diagram of the detailed features of the "polygonal nut" part; Figure 22 Schematic diagram of the structure of the propeller chuck; Figure 23 One of the cross-sectional views of the automatically adjustable pitch propeller mechanism; Figure 24 Another cross-sectional view of the automatically adjustable pitch propeller mechanism; Figure 25 Schematic diagram of the propeller pitch adjusted to the limit state one; Reference numerals in the drawings: parafoil assembly 10000; seat bag assembly 20000; boost system assembly 30000; Parachute cord 1001; flight control handle 1002; main parafoil hook 1003; Shoulder strap 2001; waist belt 2002; hip belt 2003; leg strap 2004; hip cushion 2005; shoulder cushion 2006; back cushion 2007; Foot pedal mechanism 3100, seat and intermediate transmission mechanism 3200, automatically adjustable pitch propeller mechanism 3300; 64T sprocket 3101; 40T sprocket 3102; 8T gear 3103; gear setscrew 3104; tee seat 3105; front splined shaft bearing 3106; splined shaft 3107; rear splined shaft bearing 3108; adjusting tube 3109; left foot pedal 3110; crank 3111; left crank bearing 3112; sprocket bolts 3113 (4); right foot pedal 3114; right crank bearing 3115; Seat 3201; Seat tilt adjustment lever 3202; Propeller mounting bearing seat 3203; Adjustment lever swing clamp 3204; Rear section of the outer main beam 3205; Seat fixing clamp 3206; Rear section of the hinge seat 3207; Front section of the hinge seat 3208; Front section of the outer main beam 3209; Rear adjustment clamp 3210; Front adjustment clamp 3211; Seat tilt rotation shaft 3212; Seat mounting hole 3213; Rotation shaft U-shaped hinge 3214; Adjustment lever Y-shaped hinge 3215; Rear section of the transmission shaft 3216; Front section of the transmission shaft 3217; Front universal joint bearing 3218; Front universal joint fork 3219; Universal joint cross shaft 3220; Rear universal joint fork 3221; Rear universal joint bearing 3222; Hinge adjustment bolt 3223; Staggered threaded hole 3224; Concentric step 3225; Positioning semi-circular groove 3226; Central shaft 100; Central shaft bolt 200; Tapered roller bearing 300; Lower hub seat 400; Upper semi-circular groove on the lower hub seat 401; Lower gasket 500; Upper plane boss on the lower gasket 501; Lower plane boss on the lower gasket 502; Blade 600; Blade fixed end 601; Adjusting screw 700; End face notch on the adjusting screw 701; Polygonal nut 800; Rectangular groove 801; Small boss 802; Internal thread of the polygonal nut 803; Upper gasket 900; Upper hub seat 1000; Ultra-thin bearing 1100; Hub seat bolt 1200; Locking nut 1300; Coil spring 1400; Hub gland 1500; Spacer 1600; Cover plate bolt 1700; Fairing 1800; Blade clamp sliding bearing 1900; Blade clamp thrust combined bearing 2000; Blade chuck 2100; Eccentric cylindrical boss 2101; Upper notch on the blade chuck 2102; Slide block sleeve 2200; Large blade clamp bolt 2300; Small blade clamp bolt 2400. Detailed implementation mode

[0020] Figures 1 - 15 Among them, for the human-powered assisted gliding aircraft of the present invention, the central control crank has a length of 170 MM, the diameter of the pedaling circumference is 340 MM, and the circumference is 1067.6 MM. The present invention is designed with a double gear set mechanism with a switchable transmission ratio. The driving gear disks have 40 teeth and 64 teeth respectively, and the driven gear has 8 teeth. Therefore, two speed-increasing transmission states of 1:5 and 1:8 can be obtained.

[0021] The propeller mechanism of the present invention is an automatic pitch-adjusting propeller mechanism 3300, which can realize the automatic adjustment of the propeller pitch at different rotational speeds, so as to meet the maximum efficiency operation of the propeller.

[0022] The following calculations are made based on the above data: When the pedaling frequency is 90 revolutions per minute and the transmission ratio is 1:8, the rotational speed of the propeller can be obtained as: 90 × 8 = 720 revolutions per minute. This rotational speed has exceeded the maximum value of 400 revolutions per minute of the propeller of a civil helicopter, meeting the rotational speed requirements; When the boosting device is driven in a pedal - driven manner, taking a pedaling force of 300 N, a system transmission efficiency of 95%, and a propeller efficiency of 90%, the actual thrust of the propeller is: 300×95%×90% = 256.5 N, and the boosting effect during flight has been realized. For professional athletes, the thrust can reach 684 N (about 68.4 KG), which has exceeded the lower limit of the thrust of "40 - 80 KG" of powered paragliders, meeting the thrust requirements for continuous flight. (The maximum thrust of the present invention cannot meet the needs during take - off, so it must be in the stable flight stage in the air after using the conventional paraglider take - off method before the boosting effect can be exerted. At the same time, since the present invention is human - powered, as the physical strength of the user decreases, it cannot meet the long - time high - speed pedaling, so it is only used as a boosting device during flight.) The force for an adult to pedal a bicycle is 300 N, and the crank length is taken as 170 mm. (The torque calculation formula is: torque = force × lever arm). The torque of the present invention is the force of pedaling the crank × the crank length. It can be calculated that at the middle spindle of the two cranks during pedaling, the torque is 51 N·m. For professional athletes, the torque here can reach 136 N·m. The torque when pedaling the crank manually multiplied by the transmission efficiency of the mechanical transmission mechanism is equal to the torque at the rear section of the transmission shaft. In the present invention, the torque at the rear section of the transmission shaft is the torque of pedaling the crank manually × the transmission efficiency of the mechanical transmission mechanism. Taking the pedaling crank torque as 136 N·m and the transmission efficiency as 95%, the maximum torque at the rear section of the transmission shaft is 129.2 N·m.

[0023] The present invention consists of three major parts: "wing assembly 10000, seat bag assembly 20000, and boosting system assembly 30000". Among them, the wing assembly 10000 and the seat bag assembly 20000 can be selected according to the height, weight of the pilot, and the weight of the boosting system. The seat bag assembly 20000 needs to be pre - fixed to the seat 3201 of the boosting system assembly 30000. The operation method is as follows: Remove the seat 3201 from the boosting system assembly 30000, put the finished seat bag assembly 20000 outside the seat, and then reinstall the seat 3201 onto the boosting system assembly 30000 to form the effect that the seat bag assembly 20000 covers the seat 3201.

[0024] The boosting system assembly is composed of three parts: "pedal mechanism 3100, seat and intermediate transmission mechanism 3200, and automatically adjustable pitch propeller mechanism 3300".

[0025] The pedal mechanism 3100 adopts components such as a crank 3111, pedals 3110, 3114, etc. The power output of the present invention is the blade 600, and the rotation direction is perpendicular to the rotation direction of the pedal crank 3111. The annular rack around the gear disk can be meshed with the 8T gear 3103 installed at the center of the three - way seat 3105 ( Figure 10When the foot pedal crank 3111 is actuated, rotation is transmitted to the 40T sprocket (i.e., the small sprocket) 3102 or the 64T sprocket (i.e., the large sprocket) 3101 via four sprocket bolts 3113. When any sprocket engages with the 8T gear 3103, the 8T gear 3103 will rotate accordingly, and at this time, the direction of the rotating shaft has rotated by 90 degrees. The 8T gear 3103 and the spline shaft 3107 are in spline fit to achieve synchronous rotation. The 8T gear 3103 is radially equipped with a gear setscrew 3104, and the tip of the gear setscrew 3104 faces the spline shaft 3107. By tightening the gear setscrew 3104, axial positioning of the 8T gear 3103 on the spline shaft 3107 can be achieved.

[0026] The spline shaft 3107 is connected to the three-way seat 3105 via two bearings, namely the front spline shaft bearing 3106 and the rear spline shaft bearing 3108, and can rotate 360 degrees within the three-way seat 3105. The crank 3111 is threadedly connected to the left foot pedal 3110 and the right footrest 3114. The footrest is equipped with an internal bearing and can rotate 360 degrees. The crank 3111 is connected to the three-way seat 3105 via two bearings, namely the left crank bearing 3112 and the right crank bearing 3115, and can rotate 360 degrees. Moreover, the rotating shaft of the crank 3111 is perpendicular to the spline shaft 3107.

[0027] The intermediate transmission mechanism 3200 includes four transmission forms: crank transmission, gear transmission, cross universal joint transmission, and spline transmission. Starting from the spline shaft 3107, the present invention entirely adopts the structure where external parts of the transmission system are coaxial with the transmission shaft, and the transmission system has a hollow structure. The transmission shaft consists of the spline shaft 3107, the front section of the transmission shaft 3217, the rear section of the transmission shaft 3216, and the cross universal coupling. The front section of the transmission shaft 3217 is connected to the spline shaft 3107. The connecting end of the front section of the transmission shaft 3217 and the spline shaft 3107 is an internal spline, which not only enables power transmission but also has the ability to axially slide. The other end of the front section of the transmission shaft 3217 is rigidly connected to the front fork of the universal joint 3219, followed by the universal joint cross shaft 3220 and the rear fork of the universal joint 3221, forming a cross universal coupling. The outer sides of the above-mentioned transmission parts are coaxial parts such as the adjusting tube 3109, the front section of the outer main beam 3209, the rear section of the hinge seat 3207, and the front section of the hinge seat 3208. Among them, the adjusting tube 3109 is rigidly connected to the three-way seat 3105. The adjusting tube 3109 and the front section of the outer main beam 3209 have a sleeve structure and can axially slide. Locking and positioning are achieved through the rear adjusting hoop 3210 and the front adjusting hoop 3211. The front section of the outer main beam 3209 and the rear section of the outer main beam 3205 are respectively rigidly connected to the front section of the hinge seat 3208 and the rear section of the hinge seat 3207. The front section of the hinge seat 3208 and the rear section of the hinge seat 3207 form a hollow hinge structure. Through the connection of two bearings, namely the front universal joint bearing 3218 and the rear universal joint bearing 3222, an external rigid exoskeleton that can be telescoped and swung and an internal transmission system that can rotate 360 degrees are realized.

[0028] The rear yoke 3221 of the universal joint is rigidly connected to the rear section 3216 of the transmission shaft. The rear section 3216 of the transmission shaft is rigidly connected to the main shaft of the variable-pitch propeller mechanism 3300. Thus, the connection of the transmission assembly is completed. The outer side of the rear section 3216 of the transmission shaft is the front section 3209 of the coaxial outer main beam, which is connected through the propeller mounting bearing seat 3203 and can rotate 360 degrees. When the pilot steps on any of the foot pedals 3110 or 3114, the power will follow the crank 3111, the sprocket 3101 or 3102, the 8T gear 3103, the spline shaft 3107, the front section 3217 of the transmission shaft, the front yoke 3219 of the universal joint, the cross shaft 3220 of the universal joint, the rear yoke 3221 of the universal joint, and the rear section 3216 of the transmission shaft to the variable-pitch propeller mechanism 3300, realizing the rotation of the propeller.

[0029] The bottom of the seat 3201 is provided with seat mounting holes 3213, and this part is hinged to the seat tilt rotation shaft 3212. The seat tilt rotation shaft 3212 is rigidly connected to the seat fixing clamp 3206 through the U-shaped hinge 3214 of the rotation shaft. The seat 3201 is hinged to the seat tilt adjustment rod 3202, and a hinge connection is formed between the seat tilt adjustment rod 3202 and the swing clamp 3204 of the adjustment rod through the Y-shaped hinge 3215 of the adjustment rod. In the design of the present invention, both the swing clamp 3204 of the adjustment rod and the seat fixing clamp 3206 can slide along the axial direction on the rear section 3205 of the outer main beam and are locked in position through the clamping function of the clamp. Therefore, the seat 3201 can move back and forth and be fixed on the rear section 3205 of the outer main beam; and during the adjustment of the distance between the swing clamp 3204 of the adjustment rod and the seat fixing clamp 3206, the backrest angle of the seat 3201 can be adjusted.

[0030] In order to adapt to pilots with different heights, weights, and physical fitness differences, the present invention is designed with multiple adjustable mechanisms, namely "transmission ratio adjustment mechanism A, foot pedal and seat distance adjustment mechanism B, foot pedal elevation angle adjustment mechanism C, seat position and backrest tilt angle adjustment mechanism D, propeller pitch automatic adjustment mechanism E".

[0031] The transmission ratio adjustment mechanism A is equipped with a gear setscrew 3104 on the 8T gear 3103, which can achieve the axial displacement and adjustment of the 8T gear 3103 on the spline shaft 3107. This adjustment action enables the 8T gear 3103 to mesh with the 64T gear disc 3101 and the 40T gear disc 3102 respectively, realizing the switching between two transmission ratios of 1:5 and 1:8. The transmission ratio adjustment mechanism is designed to meet the needs of pilots with different strengths. Pilots with less strength use a smaller transmission ratio of 1:5 to pedal. At this time, when the pedal rotates one circle, the propeller rotates five circles, and the boosting flight is achieved by increasing the pedaling frequency. Pilots with greater strength (including professional athletes) can use a larger transmission ratio of 1:8. At this time, when the pedal rotates one circle, the propeller rotates eight circles. Therefore, a higher propeller speed can be obtained, generating a greater thrust and achieving a more sustainable flight speed and lift.

[0032] The footrest-to-seat distance adjustment mechanism B has an adjustment tube 3109 at the output end of the footrest mechanism 3100. The outer diameter of this part is the same as the inner diameter of the front section 3209 of the outer main beam of the seat and the intermediate transmission mechanism 3200. Therefore, when the two parts of the adjusting hoop rear 3210 and the adjusting hoop front 3211 are loosened, the adjustment tube 3109 can axially slide in the front section 3209 of the outer main beam, thereby changing the distance between the tee seat 3105 and the seat 3201. After adjusting to the appropriate distance, by tightening the adjusting hoop rear 3210 and the adjusting hoop front 3211 on the front section 3209 of the outer main beam, the effective fixation of the adjustment tube 3109 and the front section 3209 of the outer main beam can be achieved. This design can effectively reduce the overall size of the present invention while meeting the pedaling comfort of pilots with different leg lengths, facilitating transportation and storage.

[0033] The footrest elevation adjustment mechanism C is located between the front section 3209 and the rear section 3205 of the outer main beam. Two hollow connecting parts, namely the rear section 3207 of the hinge seat and the front section 3208 of the hinge seat, which can rotate relative to each other, are designed to form a hinge connection state. At the same time, the transmission shaft inside this hollow hinge is a cross universal joint composed of three parts: the universal joint front fork 3219, the universal joint cross shaft 3220, and the universal joint rear fork 3221, which realizes power transmission and can effectively transmit power within the range where the included angle a of the transmission shaft axis is ±25 degrees. Through the structure of the inner universal joint of the outer hinge, the footrest mechanism 3100 can be adjusted within a certain range to meet the needs of pilots with different leg lengths and sitting postures. This included angle is limited by the transmission characteristics of the cross universal coupling. After this angle is adjusted, it needs to be fixed, and the fixing method is as follows: The connection between the rear section 3207 of the hinge seat and the front section 3208 of the hinge seat is realized through four hinge adjustment bolts 3223, as well as three structures: the stitch thread hole 3224, the concentric step 3225, and the positioning semi-circular groove 3226. When combining the two hinge seats, first, the concentric steps of the two hinge seats need to be inserted into the large holes of the inner circles of the positioning semi-circular grooves of the other party to make the hinge rotation axes of the two hinge seats concentric. Then, rotate the two hinge seats to the required angles according to needs to complete the angle adjustment. The method for fixing the angle of the hinge seat: Rotate the hinge seat so that one of the stitch thread holes 3224 on any hinge seat aligns with one of the semi-circular groove openings of the positioning semi-circular groove 3226 on the other hinge seat to form a complete round hole. At this time, screw the hinge adjustment bolt 3223 into the stitch thread hole and tighten it, and the fixing of the hinge seat is completed. The two hinge seats are designed with 4 stitch thread holes. Because the positioning semi-circular grooves are evenly distributed in even numbers, when one hinge adjustment bolt 3223 can be smoothly screwed into the stitch thread hole, the other three can also be smoothly screwed in. The hinge adjustment bolt 3223 uses a conventional external hexagonal bolt, and the head of the bolt is thicker than the threaded rod. So when the four adjustment bolts are screwed into the tightest position, the concentric steps 3225 and the positioning semi-circular grooves 3226 on the two hinge seats are pressed together, thus realizing the assembly and effective fixing of the hinge seat.

[0034] Seat position and backrest tilt angle adjustment mechanism D. The seat 3201 of the present invention is connected to the rear section 3205 of the outer main beam through connecting parts such as the seat fixing clamp 3206 and the adjusting rod swing clamp 3204. Due to the use of the clamp form, when the clamp is loosened, the clamp can slide along the axis on the outer diameter of the main beam. When the clamp is locked, the position of the clamp on the main beam is fixed. This design can realize the front-back position adjustment of the seat 3201 on the rear section 3205 of the outer main beam. At the same time, three hinge mechanisms, namely the seat tilt rotation shaft 3212, the seat mounting hole 3213, and the rotation shaft U-shaped hinge 3214, are designed between the lower part of the seat 3201 and the seat fixing clamp 3206, enabling the seat 3201 to rotate along the seat tilt rotation shaft 3212. The rotation angle control is completed by the seat tilt adjustment rod 3202. The seat tilt adjustment rod 3202 contacts the backrest of the seat 3201, forming a triangular mechanism among the back of the seat 3201, the seat tilt adjustment rod 3202, and the rear section 3205 of the outer main beam to ensure the structural stability. This design can meet pilots of different heights, leg lengths, sitting postures, and flight postures to find the best position suitable for themselves.

[0035] The propeller mechanism is the propeller pitch automatic adjustment mechanism E, which adopts the automatic propeller pitch adjustment mechanism 3300 disclosed in the specification of the Chinese patent (publication number CN115071957B) "An Automatic Propeller Pitch Adjustment Component and Assembly Method". Figures 16 - 25In it, the automatic pitch-adjusting propeller mechanism 3300 includes a hub seat. The middle part of the hub seat is rotatably connected to the central shaft (i.e., the main shaft of the propeller mechanism) 100. The rear end of the rear section 3216 of the transmission shaft, that is, the output end, is a shaft, and the input end of the main shaft of the propeller mechanism is a hole. The output end of the rear section 3216 of the transmission shaft and the input end of the main shaft of the propeller mechanism are rigidly connected by interference fit. There are more than two mounting holes evenly distributed on the side of the hub seat. There is an angle adjustment component inside the hub seat. The blade assembly is rotatably installed at the mounting holes through the angle adjustment component. The axis of the mounting hole is perpendicular to and intersects with the axis of the central shaft. The blade assembly includes blades 600 and blade chucks 2100. The blades 600 are installed outside the blade chucks 2100. The blade chuck 2100 is a rotating body, and an eccentric cylindrical boss 2101 is eccentrically arranged on the end face inside the blade chuck 2100. The angle adjustment component includes a nut threadedly connected to the external thread in the middle of the central shaft 100. There are more than two adjustment slots 801 corresponding to each blade assembly one by one around the nut. The eccentric cylindrical bosses 2101 of each blade chuck 2100 are inserted into each adjustment slot 801. The nut is a polygonal nut 800. The eccentric cylindrical bosses 2101 of each blade chuck 2100 are inserted into each adjustment slot 801 through a slider sleeve 2200. The slider sleeve 2200 and the adjustment slot 801 are in clearance fit. There is also a small boss 802 on the periphery of the nut that is in parallel contact with the axial positioning surface 2105 of the blade chuck. The plane where the small boss 802 is located is parallel to the central axis of the nut. The number of small bosses 802 corresponds to that of the adjustment slots 801 one by one. A flexible connecting piece is provided between the connection of the central shaft 100 and the hub seat. The flexible connecting piece includes a coil spring 1400. The coil spring 1400 is accommodated in a hub gland 1500. The hub gland 1500 is installed on the hub seat.The pitch adjustment method is as follows: Rotate the central shaft 100. The positioning of the waist notch 101 of the central shaft and the lower plane boss 502 of the lower gasket in the rotation direction will drive the lower gasket 500 to rotate synchronously. Similarly, with the positioning of the upper plane boss 501 of the lower gasket and the end face notch 701 of the adjusting screw in the rotation direction, the adjusting screw 700 will rotate synchronously. Since the adjusting screw 700 is engaged with the internal thread 803 of the polygonal nut 800 of the polygonal nut, when the adjusting screw 700 rotates, the polygonal nut 800 will move up and down along the axis of the helix. Due to the constraint of the adjusting groove 801 on the outside of the polygonal nut by the slider sleeve 2200 and the eccentric cylindrical boss 2101 on the blade chuck in the up and down direction, when the polygonal nut 800 moves, the eccentric cylindrical boss 2101 on the blade chuck will obtain a force to move in the same direction. When the polygonal nut 800 moves, the eccentric cylindrical boss 2101 on the blade chuck will rotate along the horizontal axis. The slider sleeve 2200 sleeved on the eccentric cylindrical boss 2101 of the blade chuck will slide synchronously in the adjusting groove 801 of the polygonal nut 800 and always keep connecting and restricting the moving stroke of the eccentric cylindrical boss 2101 on the blade chuck. By continuously rotating the central shaft 100, the blade chuck 2100 will continuously rotate along the horizontal axis. Among them, 1700 is the cover plate bolt and 1800 is the fairing.

[0036] Pitch locking at any position: The pitch fixing piece 1600 is a plate-like structure. Its center is a spline hole, and the mating part is the spline shaft of the outer diameter of the locking nut 1300. There are multiple positioning holes near the outer circle. The cover plate bolt 1700 can be used to connect it with the hub seat to form an integral body. As previously mentioned, the pitch adjustment is achieved through the angular velocity difference between the central shaft 100 and the hub seat. When the central shaft 100 and the hub seat are effectively fixed so that there is no angular velocity difference between them, the pitch can be locked. The operating method for pitch locking at any position is as follows: Remove the cover plate bolt 1700, the hub gland 1500, and the coil spring 1400 of the present invention in sequence. After fixing the lower hub seat, manually rotate the central shaft 100 to rotate the horizontal axis of the blade chuck 2100, and the pitch of the blade 600 will change accordingly. When the target pitch is reached, stop the rotation of the central shaft 100. Put the spline hole of the pitch fixing piece 1600 on the spline shaft of the locking nut 1300, and align the mounting holes on the outside of the pitch fixing piece 1600 with the hole positions of the upper hub seat 1000. Use the cover plate bolt 1700 to connect and lock the pitch fixing piece 1600 with the hub seat, and the pitch locking is completed. The realization of the pitch locking function requires fewer disassembled and assembled parts, is simple, convenient and efficient in operation, and can achieve rapid switching.

[0037] Specific method for setting the pre-tightening force of the coil spring 1400: Based on the maximum torque parameter obtained for the rear section of the transmission shaft, select a coil spring 1400 part whose elastic deformation torque and effective number of turns include this torque value. Place the coil spring in the inner ring of the hub gland 1500, and engage the positioning tongue hook on the outer ring of the coil spring 1400 into the positioning groove of the hub gland 1500. After aligning the positioning tongue hook on the inner ring of the coil spring 1400 with the positioning groove at the center of the lock nut 1300, close the gap between the hub gland 1500 and the upper hub seat 1000. Use a torque wrench with a scale to rotate the hub gland 1500 in the direction of pre-tightening the coil spring 1400 until the rotation torque reaches the maximum torque parameter value of the main shaft. Rotate the hub gland 1500 with a torque wrench. As the deformation of the coil spring increases, a force value will be displayed on the torque wrench. Then, reverse and retreat the working turns of the adjusting screw 700.

[0038] In the initial state, the blades of the propeller are in the large pitch position. When the torque difference between the power main shaft and the hub seat > the pre-tightening force of the coil spring 1400, the rotation torque first compresses the coil spring 1400 until it is compressed to the limit of the coil spring or the polygonal nut contacts the upper gasket, and then the torque is transmitted to the hub seat. At this time, the propeller blade 600 rotates together with the hub seat. During the compression of the coil spring, the pitch of the blade changes from the large pitch to the small pitch angle; the pitch adjustment torque is set as the target. When the central shaft rotates at high torque, the propeller blade 600 is at the small pitch angle; when the machinery and equipment propelled by the propeller enter the fast moving state, the rotational resistance received by the blade 600 decreases accordingly. Under the action of the reverse torque of the coil spring 1400, the hub seat will tend to be the same as the central shaft 100, and the torque difference between the main shaft and the hub seat

Claims

1. A flexible gliding aircraft propelled by human power, characterized in that: Including paraglider assembly (10000), seat bag assembly (20000), booster system assembly (30000); The boost system assembly includes a pedal mechanism (3100), an intermediate transmission mechanism (3200), and a propeller mechanism; The pedal mechanism (3100) comprises a crank (3111), a toothed disc, and a pedal. The crank (3111) comprises a central axis located in the middle, crank arms connected to both ends of the central axis, and the pedal is mounted on the free end of the crank arm. The crank arm at one end of the central axis is fixedly connected to the toothed disc via a toothed disc bolt (3113). The toothed disc has a flange extending in the axial direction around it, and an annular rack is provided on the flange. The intermediate transmission mechanism (3200) comprises a transmission shaft, which comprises a spline shaft (3107), a transmission shaft front section (3217), a cross universal coupling, and a transmission shaft rear section (3216). The front end of the spline shaft (3107) is provided with a gear (3103) meshing with an annular rack of a toothed disc. The front end of the transmission shaft front section (3217) is spline-driven with the rear end of the spline shaft (3107). The rear end of the transmission shaft front section (3217) is connected to the spline shaft (3107) through a spline. The universal joint is connected to the front end of the rear section (3216) of the transmission shaft, and the rear end of the rear section (3216) of the transmission shaft is rigidly connected to the main shaft of the propeller mechanism; the spline shaft (3107) is installed in the three-way seat (3105) through two bearings, namely, the spline shaft front bearing (3106) and the spline shaft rear bearing (3108), and the front end of the three-way seat (3105) is connected to the middle shaft through two bearings, namely, the crank left bearing (3112) and the crank right bearing (3115); The intermediate transmission mechanism (3200) further comprises an outer tube assembly, which comprises three sections of pipe fittings which are sleeved outside the spline shaft (3107), the front section of the transmission shaft (3217), and the rear section of the transmission shaft (3216) and can be coaxially arranged. The three sections of pipe fittings are an adjustment tube (3109) rigidly connected to the rear end of the tee seat (3105), the front section of the outer main beam (3209), and the rear section of the outer main beam (3205). The front section of the outer main beam (3209) is hinged to the rear section of the outer main beam (3205) via a hinge seat, and the hinge seat corresponds to the cross universal joint.

2. The human-assisted flexible gliding aircraft according to claim 1, characterized in that: The adjusting tube (3109) and the front section (3209) of the outer main beam form an axially slidable sleeve structure, the hinge seat comprises a front section (3208) of the hinge seat and a rear section (3207) of the hinge seat, the front section (3209) of the outer main beam and the front section (3208) of the hinge seat are rigidly connected, the rear section (3205) of the outer main beam and the rear section (3207) of the hinge seat are rigidly connected, and the front section (3208) of the hinge seat and the rear section (3207) of the hinge seat are connected via a hinge adjusting bolt (3223) to form a hollow hinge; The cross universal joint comprises a universal joint front fork (3219), a universal joint cross shaft (3220) and a universal joint rear fork (3221); the rear end of the front section (3217) of the transmission shaft is rigidly connected to the universal joint front fork (3219); the rear end of the universal joint rear fork (3221) is rigidly connected to the front end of the rear section (3216) of the transmission shaft; the rear end of the rear section (3216) of the transmission shaft is rigidly connected to the main shaft of the propeller mechanism; the outer ring of the universal joint front bearing (3218) is connected to the inner hole of the front section (3208) of the hinge seat; the inner ring of the universal joint front bearing (3218) is connected to the inner hole of the front section (3208) of the hinge seat; The universal joint front fork (3219) is connected to the inner ring of the universal joint front bearing (3218) and contacts the rear end face of the transmission shaft front section (3217) to realize the axial positioning of the universal joint front fork (3219); the outer ring of the universal joint rear bearing (3222) is connected to the inner hole of the hinge seat rear section (3207), the inner ring of the universal joint rear bearing (3222) is connected to the shaft of the universal joint rear fork (3221), and the inner ring of the universal joint rear bearing (3222) contacts the front end face of the transmission shaft rear section (3216) to realize the axial positioning of the universal joint rear fork (3221).

3. The human-assisted flexible gliding aircraft according to claim 2, characterized in that: The sleeve structure is locked and positioned after the adjusting clamp (3210) and before the adjusting clamp (3211); the front section (3217) of the transmission shaft is connected to the external spline of the spline shaft (3107) through the internal spline mechanism; The front section (3208) of the hinge seat comprises a hollow seat body, two ear plates 1 and 2 which are oppositely arranged and connected to the end of the seat body, both ear plates 1 and 2 having connection holes, a circle of concentric steps (3225) corresponding to the opening of the connection hole on the inner side of ear plate 1, a saddle threaded hole (3224) on the concentric steps (3225), and a circle of positioning semicircular grooves (3226) arranged in an array on the wall of the connection hole of ear plate 2; The hinge seat rear section (3207) comprises a hollow seat body, two oppositely arranged ear plates 3 and 4 connected to the end of the seat body, the ear plate 3 has the same structure as the ear plate 1, and the ear plate 4 has the same structure as the ear plate 2; When the concentric step (3225) on the ear plate 1 of the front section (3208) of the hinge seat is inserted into the connection hole of the ear plate 4 of the rear section (3207) of the hinge seat, and the connection hole on the ear plate 2 of the front section (3208) of the hinge seat is inserted outside the concentric step of the ear plate 3 of the rear section (3207) of the hinge seat, the front section (3208) of the hinge seat and the rear section (3207) of the hinge seat realize the concentricity of the hinge rotation axis; The saddle threaded hole (3224) on the ear plate 1 of the front section (3208) of the hinge seat is aligned with a positioning semicircular groove (3226) on the ear plate 4 of the rear section (3207) of the hinge seat, and the saddle threaded hole (3224) and the positioning semicircular groove (3226) form a complete circular hole. The hinge adjustment bolt (3223) is screwed into the circular hole and tightened to complete the fixation of the ear plate 1 and the ear plate 4; similarly, the fixation of the ear plate 2 and the ear plate 3 is completed.

4. The human-assisted flexible gliding aircraft according to claim 1, characterized in that: The front end of the three-way seat (3105) has an assembly hole for fitting with the two bearing outer rings. The front end of the three-way seat (3105) is connected to the central shaft via two bearings, namely a left crank bearing (3112) and a right crank bearing (3115) installed at the assembly hole.

5. The human-assisted flexible gliding aircraft according to claim 1, characterized in that: The booster system assembly also includes a seat (3201), wherein a seat mounting hole (3213) is provided at the bottom of the seat (3201), the seat mounting hole (3213) is hingedly connected to a seat tilting rotation shaft (3212), the seat tilting rotation shaft (3212) is rigidly connected to a seat fixing clamp (3206) via a rotating shaft U-shaped hinge (3214), the seat (3201) is hingedly connected to a seat tilting adjustment rod (3202), the seat tilting adjustment rod (3202) is hingedly connected to an adjustment rod swing clamp (3204) via an adjustment rod Y-shaped hinge (3215), and the adjustment rod swing clamp (3204) and the seat fixing clamp (3206) are mounted on the rear section (3205) of the outer main beam.

6. The human-assisted flexible gliding aircraft according to claim 1, characterized in that: The gear (3103) is radially mounted with a gear top screw (3104), the tip of the gear top screw (3104) faces the spline shaft (3107), and the axial positioning of the gear (3103) on the spline shaft (3107) is achieved by locking the gear top screw (3104).

7. The human-assisted flexible gliding aircraft according to claim 1, characterized in that: The toothed disc comprises a double disc structure consisting of a large toothed disc (3101) and a small toothed disc (3102) arranged concentrically with the large toothed disc (3101); a mounting disc is provided on the crank arm, a mounting hole 1 is provided on the mounting disc and matches with the toothed disc bolt (3113), and a mounting hole 2 is provided on the toothed disc and corresponds to the mounting hole 1.

8. The human-assisted flexible gliding aircraft according to claim 1, characterized in that: The rear section (3216) of the transmission shaft is made of a carbon fiber tube, and the outer diameter of the shaft at the rear end of the universal joint rear fork and the inner diameter of the rear section (3216) of the transmission shaft adopt a shaft hole transition fit, and are fixed by epoxy resin adhesive; the front section (3217) of the transmission shaft is made of an aluminum alloy tube, and the inner wall is a spline hole pattern, and the outer diameter of the shaft at the front end of the universal joint front fork and the inner diameter of the front section (3217) of the transmission shaft adopt a shaft hole transition fit, and are fixed by epoxy resin adhesive.

9. The human-assisted flexible gliding aircraft according to claim 1, characterized in that: The seat bag assembly (20000) and the seat (3201) of the booster system assembly (30000) are pre-fixed in the following manner: the seat (3201) is removed from the booster system assembly (30000), the seat bag assembly (20000) is placed outside the seat, and the seat (3201) is then reinstalled on the booster system assembly (30000) so that the seat bag assembly (20000) covers the seat (3201).

10. A method for assembling a flexible gliding aircraft propelled by human power as claimed in claim 1, characterized in that: Including transmission ratio adjustment, footrest and seat distance adjustment, footrest elevation adjustment, seat position and backrest tilt angle adjustment; Transmission ratio adjustment: a gear top screw (3104) is installed on the gear (3103) for axial displacement and adjustment of the gear (3103) on the spline shaft (3107), so as to meet the design of pilots with different strengths; the propeller transmission ratio of the toothed disc and the propeller mechanism is 1:5-8; when the gear (3103) is meshed with the large toothed disc (3101), the transmission ratio is large, which is suitable for pilots with large strength; when the gear (3103) is meshed with the small toothed disc (3102), the transmission ratio is small, which is suitable for pilots with small strength; Adjustment of the distance between the pedal and the seat: an adjustment tube (3109) is provided at the output end of the pedal mechanism (3100), the outer diameter of the adjustment tube (3109) being consistent with the inner diameter of the front section (3209) of the outer main beam. When the rear adjustment hoop (3210) and the front adjustment hoop (3211) are loosened, the adjustment tube (3109) can slide axially in the front section (3209) of the outer main beam, thereby changing the distance between the three-way seat (3105) and the seat (3201). After adjusting to a suitable distance, the adjustment tube (3109) is fixed to the front section (3209) of the outer main beam by locking the rear adjustment hoop (3210) and the front adjustment hoop (3211) on the front section (3209) of the outer main beam. Pedal elevation angle adjustment: a hinge seat rear section (3207) and a hinge seat front section (3208) are designed between the outer main beam front section (3209) and the outer main beam rear section (3205). The hinge seat front section (3208) and the hinge seat rear section (3207) are connected by a hinge adjustment bolt (3223) to form a hollow hinge. The angle a between the transmission shaft front section (3217) and the transmission shaft rear section (3216) is ±25°. Remove the hinge adjustment bolt (3223), rotate the hinge seat front section (3208) and the hinge seat rear section (3207) until the angle a reaches a suitable position, and fix the hinge adjustment bolt (3223). Seat position and backrest tilt angle adjustment: The seat (3201) is connected to the rear section (3205) of the outer main beam via a seat fixing clamp (3206) and an adjustment rod swing clamp (3204), so that the front and rear position of the seat (3201) can be adjusted on the rear section (3205) of the outer main beam; a hinge mechanism is designed between the lower part of the seat (3201) and the seat fixing clamp (3206), and the hinge mechanism includes a seat tilt rotation shaft (3212), a seat mounting hole (3213), and a rotation shaft U-shaped hinge (3214), so that the seat (3201) can be adjusted to the rear section (3205) of the outer main beam; The seat tilt adjustment rod (3202) is hingedly connected to the adjustment rod swing clamp (3204) through the adjustment rod Y-shaped hinge (3215). The rotation angle control is completed by the seat tilt adjustment rod (3202). The seat tilt adjustment rod (3202) is in contact with the backrest of the seat (3201), so that the back of the seat (3201), the seat tilt adjustment rod (3202) and the rear section of the outer main beam (3205) form a triangular mechanism to ensure the stability of the structure.

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