Torque transmission device and aircraft

Abstract

The invention provides a torque transmission device and an aircraft. The torque transmission device comprises a base; the straight shaft penetrates through the base and can rotate around the axis of the straight shaft in the base; one end of the flexible shaft is fixedly connected with one end of the straight shaft, and the other end of the flexible shaft can be in transmission connection with an output shaft of a power output device; the driving gear is coaxially and fixedly connected with the straight shaft; wherein the output torque of the power output device can be transmitted to the straight shaft through the flexible shaft and then transmitted to the driving gear, and the driving gear is used for providing power for a device to be driven. The invention provides a torque transmission device which is suitable for more application scenes.

Description

Technical Field

[0001] The present invention relates to the technical field of power transmission, and particularly to a torque transmission device and an aircraft. Background Art

[0002] In the current servo rotation control structure, the output shaft of the motor gearbox is usually directly connected to the transmission gear through a shaft. In this way, the rotating gear and the motor must be placed together in space, which is impossible in some small spaces or high-temperature environments. Moreover, the transmission shaft of the power device must maintain a fixed installation angle with the gear main shaft, usually parallel, which severely limits the installation of the power device, especially in narrow spaces. Also, when vibrations or other reasons cause movement or deviation, due to the rigidity of the connecting shaft, the structure is prone to deviation, resulting in transmission problems.

[0003] The information disclosed in this background art section is only intended to deepen the understanding of the overall background art of the present invention, and should not be regarded as an admission, or imply in any form that this information constitutes the prior art known to those skilled in the art. Summary of the Invention

[0004] In view of the problems existing in the prior art, the present invention provides a torque transmission device and an aircraft.

[0005] A torque transmission device provided by the technical solution of the present invention includes: a base; a straight shaft that passes through the base and can rotate around its own axis within the base; a flexible shaft, one end of the flexible shaft is fixedly connected to one end of the straight shaft, and the other end of the flexible shaft can be in transmission connection with the output shaft of the power output device; a driving gear, the driving gear is coaxially and fixedly connected to the straight shaft; wherein, the output torque of the power output device can be transmitted to the straight shaft through the flexible shaft, and then transmitted to the driving gear, and the driving gear is used to provide power for the device to be driven.

[0006] Optionally, the torque transmission device further includes: a plurality of ball bearings, the ball bearings are arranged within the base, and the ball bearings are for the straight shaft to pass through, and are used to reduce the friction between the straight shaft and the base when the straight shaft rotates around its own axis.

[0007] Optionally, the torque transmission device further includes: a first thrust bearing, the first thrust bearing is sleeved on the straight shaft and is arranged between the driving gear and the ball bearings; a second thrust bearing, the second thrust bearing is sleeved on the straight shaft and is arranged between the convex portion and the ball bearings, the convex portion is a part of the straight shaft and is used to limit the maximum length of the straight shaft passing through the base.

[0008] Optionally, the convex portion is provided with a receiving hole for one end of the flexible shaft to be placed therein, and a first screw hole is arranged on the side surface of the convex portion, and is used to fasten one end of the flexible shaft by screwing a first bolt into the first screw hole.

[0009] Optionally, the base includes a fixed base, a lower fixed semi-ring, and an upper fixed semi-ring. The lower fixed semi-ring and the upper fixed semi-ring can be combined to form a through hole for accommodating a ball bearing, and the upper fixed semi-ring and the lower fixed semi-ring are fixed on the fixed base.

[0010] Optionally, the through hole can also accommodate a first thrust bearing and a second thrust bearing at the same time. The side edges of the first thrust bearing and the second thrust bearing respectively extend beyond both ends of the through hole.

[0011] Optionally, the drive gear includes a boss, and a second screw hole is provided on the boss. One end of the straight shaft is provided with a flat surface. When the drive gear is sleeved on the straight shaft, the boss portion corresponds to the flat surface, and is used to screw a second bolt into the second screw hole and abut against the flat surface to fix the drive gear to the straight shaft.

[0012] The technical solution of the present invention also provides an aircraft, which includes: a main frame; a thrust array assembly fixed on the main frame, the thrust of the thrust array assembly is realized by a plurality of first turbojet engines, and the thrust application point, thrust direction and geometric position relationship of the main frame of the thrust array assembly are all kept fixed. When the personal aircraft docks on the ground, the thrust direction of the thrust array assembly is perpendicular to the ground; a plurality of vector nozzle assemblies fixed on the main frame, the thrust of the vector nozzle assemblies is realized by a plurality of second turbojet engines, the central axis of the second turbojet engine is perpendicular to the central axis of the first turbojet engine, and the vector nozzles of the vector nozzle assemblies have at least one degree of freedom relative to the main frame; a plurality of torque transmission devices; the vector nozzle includes: a first jet section, a raised ring is provided at the first end of the first jet section; a second jet section, a circular groove is provided at the first end of the second jet section; an engaged rack and a drive gear, the rack is fixed on the outer surface of one of the first jet section and the second jet section, and the drive gear is fixed on the outer surface of the other of the first jet section and the second jet section through a base; wherein, the raised ring is clamped in the circular groove, and at least one set of balls is provided between several groups of directly opposite surfaces of the raised ring and the circular groove to achieve rolling friction; for at least one of the first jet section and the second jet section, there is a deflection angle between the axis of the air inlet and the axis of the air outlet.

[0013] Optionally, the second end of the first jet section receives the jet of the second turbojet engine.

[0014] Optionally, the second end of the second jet section receives the jet of the second turbojet engine.

[0015] The additional aspects and advantages of the present invention will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present invention.

[0016] The beneficial effect of the present invention: provides a torque transmission device, which is suitable for more application scenarios. Brief Description of the Drawings

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 It is a schematic structural diagram of a torque transmission device disclosed in an embodiment of the present invention.

[0019] Figure 2 It is a schematic structural diagram of the torque transmission device when the upper part of the base is removed, disclosed in an embodiment of the present invention.

[0020] Figure 3 It is a schematic structural diagram of a straight shaft disclosed in an embodiment of the present invention.

[0021] Figure 4 It is a schematic structural diagram of a driving gear disclosed in an embodiment of the present invention.

[0022] Figure 5 It is a three-dimensional schematic diagram of a personal aircraft chassis provided by the present invention.

[0023] Figure 6 It is a top view schematic diagram of a personal aircraft chassis provided by the present invention.

[0024] Figure 7 It is a schematic structural diagram of a vector nozzle disclosed in an embodiment of the present invention.

[0025] Figure 8 It is a schematic cross-sectional structure diagram of a vector nozzle disclosed in an embodiment of the present invention.

[0026] Figure 9 It is a schematic structural diagram of some connecting parts of a vector nozzle disclosed in an embodiment of the present invention.

[0027] Figure 10 It is a schematic cross-sectional structure diagram of another part of the connecting parts of a vector nozzle disclosed in an embodiment of the present invention.

[0028] Figure 11 It is a schematic structural diagram of a 2-degree-of-freedom vector nozzle disclosed in an embodiment of the present invention. Detailed Description of the Embodiments

[0029] The following further elaborates the advantages of the present invention in conjunction with the drawings and specific embodiments.

[0030] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure.

[0031] The terms used in the present disclosure are for the purpose of describing specific embodiments only and are not intended to limit the present disclosure. The singular forms "a", "said", and "the" used in the present disclosure are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0032] It should be understood that although the terms first, second, third, etc. may be used in the present disclosure to describe various information, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present disclosure, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "when" or "while" or "in response to determining".

[0033] In the description of the present invention, it should be understood that the orientation or positional relationships indicated by the terms "longitudinal", "transverse", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present invention 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 should not be construed as a limitation of the present invention.

[0034] In the description of the present invention, unless otherwise specified and defined, it should be noted that the terms "mounted", "connected", and "coupled" should be understood in a broad sense. For example, it may be a mechanical connection or an electrical connection, or it may be the communication inside two elements. It may be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms may be understood according to specific circumstances.

[0035] In the subsequent description, the suffixes such as "module", "component", or "unit" used to represent elements are only for the convenience of describing the present invention, and they do not have a specific meaning in themselves. Therefore, "module" and "component" may be used interchangeably.

[0036] As Figures 1-4As shown in the figure, a torque transmission device provided by the technical solution of an embodiment of the present invention includes: a base 302; a straight shaft 304, the straight shaft 304 passes through the base 302 and can rotate around its own axis within the base 302; a flexible shaft 306, one end of the flexible shaft 306 is fixedly connected to one end of the straight shaft 304, and the other end of the flexible shaft 306 can be in transmission connection with the output shaft of the power output device; a driving gear 308, the driving gear 308 is coaxially and fixedly connected to the straight shaft 304; wherein, the output torque of the power output device can be transmitted to the straight shaft 304 through the flexible shaft 306, and then transmitted to the driving gear 308, and the driving gear 308 is used to provide power for the device to be driven. In this embodiment, the present invention provides a torque transmission device. By arranging the flexible shaft 306, more application scenarios can be adapted, so that the power output device can be freely fixedly installed at a certain angle and in a certain space, without having to place it in a specific space together with the driving gear 308. The driving gear and the power output device are connected by a flexible shaft, which can separate the driving gear and the power output device. It can be used in environments where motors cannot work properly, such as high temperature or liquid immersion; it can make the volume of the driving gear end smaller and be applied to scenarios with small volume or space; it can make the installation direction and installation position of the power output device more free; it can reduce the problem of driving gear meshing failure caused by vibration.

[0037] Preferably, the flexible shaft 306 adopts a steel wire structure and is woven by multiple layers of steel wires with two different rotation directions, so as to achieve two-way rotational power transmission.

[0038] Optionally, the torque transmission device further includes: a plurality of ball bearings 310, the ball bearings 310 are arranged in the base 302, the ball bearings 310 are for the straight shaft 304 to pass through, and are used to reduce the friction between the straight shaft 304 and the base 302 when the straight shaft 304 rotates around its own axis. There is at least one ball bearing 310. If it is applied to a high-torque scenario, multiple ball bearings can be arranged in parallel. The ball bearings 310 are concentrically assembled with the straight shaft 304. The inner ring of the ball bearing 310 is fixed to the straight shaft 304, and the outer ring of the ball bearing 310 is fixed to the base 302. The ball bearings 310 ensure the concentricity and lubrication required for the rotation of the straight shaft 304.

[0039] Optionally, the torque transmission device further includes: a first thrust bearing 312 sleeved on the straight shaft 304 and disposed between the driving gear 308 and the ball bearing 310; a second thrust bearing 314 sleeved on the straight shaft 304 and disposed between the convex portion 328 and the ball bearing 310, where the convex portion 328 is a part of the straight shaft 304 and is used to limit the maximum length of the straight shaft 304 passing through the base 302. As an embodiment, the base 302 has protrusions to limit the two ball bearings 310, while the first thrust bearing 312 is clamped between the driving gear 308 and the protrusions of the base 302, and the second thrust bearing 314 is clamped between the convex portion 328 and the protrusions of the base 302.

[0040] Optionally, a receiving hole 330 for inserting one end of the flexible shaft 306 is provided on the convex portion 328, and a first screw hole 332 is provided on the side surface of the convex portion for fastening one end of the flexible shaft 306 by screwing a first bolt into the first screw hole 332.

[0041] Optionally, the base 302 includes: a fixed seat 316, a lower fixed half-ring 318, and an upper fixed half-ring 320. The lower fixed half-ring 318 and the upper fixed half-ring 320 can be combined to form a through hole for receiving the ball bearing 310, and the upper fixed half-ring 320 and the lower fixed half-ring 318 are fixed on the fixed seat 316.

[0042] Preferably, the lower fixed half-ring 318 and the upper fixed half-ring 320 are fixed on the fixed seat 316 by screws.

[0043] Preferably, the lower fixed half-ring 318 and the fixed seat 316 are an integral part.

[0044] Optionally, the first thrust bearing 312 and the second thrust bearing 314 can also be received in the through hole at the same time. The side edges of the first thrust bearing 312 and the second thrust bearing 314 respectively extend beyond both ends of the through hole, ensuring the tight installation of the driving gear 308 and the ball bearing 310, and also ensuring the lubrication of rotation.

[0045] Optionally, the driving gear 308 includes a boss 322, and a second screw hole 324 is provided on the boss 322. A flat surface 326 is provided at one end of the straight shaft 304. When the driving gear 308 is sleeved on the straight shaft 304, the boss 322 partially corresponds to the flat surface, and is used to fix the driving gear 308 to the straight shaft 304 by screwing a second bolt into the second screw hole 324 and abutting against the flat surface 326.

[0046] The technical solution of the present invention also provides an aircraft, which includes: a main frame; a thrust array assembly fixed on the main frame, the thrust of the thrust array assembly is realized by a plurality of first turbojet engines, and the acting point, thrust direction and geometric position relationship of the main frame of the thrust array assembly are all fixed. When the personal aircraft docks on the ground, the thrust direction of the thrust array assembly is perpendicular to the ground; a plurality of vector nozzle assemblies fixed on the main frame, the thrust of the vector nozzle assembly is realized by a plurality of second turbojet engines, the central axis of the second turbojet engine is perpendicular to the central axis of the first turbojet engine, and the vector nozzle of the vector nozzle assembly has at least one degree of freedom relative to the main frame; a plurality of torque transmission devices; the vector nozzle includes: a first jet section, a raised ring is provided at the first end of the first jet section; a second jet section, a circular groove is provided at the first end of the second jet section; an engaged rack and a driving gear, the rack is fixed on the outer surface of one of the first jet section and the second jet section, and the driving gear is fixed on the outer surface of the other of the first jet section and the second jet section through a base; wherein, the raised ring is clamped in the circular groove, and at least one set of balls is provided between several groups of directly opposite surfaces of the raised ring and the circular groove to achieve rolling friction; for at least one of the first jet section and the second jet section, there is a deflection angle between the axis of the air inlet and the axis of the air outlet.

[0047] Optionally, the second end of the first jet section receives the jet of the second turbojet engine.

[0048] Optionally, the second end of the second jet section receives the jet of the second turbojet engine.

[0049] Furthermore, the details of the above-mentioned aircraft can be referred to an embodiment as follows.

[0050] Figure 5 It is a three-dimensional schematic diagram of a chassis of a personal aircraft provided by the present invention. Figure 6 It is a top view schematic diagram of a chassis of a personal aircraft provided by the present invention, as Figure 5 and 6As shown in the figure, a chassis of a personal aircraft provided by the technical solution of the present invention includes: a main frame 204; a thrust array assembly fixed on the main frame 204, the thrust of the thrust array assembly is realized by a plurality of first turbojet engines 202, and the thrust application point, thrust direction and geometric position relationship of the main frame 204 of the thrust array assembly are all kept fixed. When the personal aircraft docks on the ground, the thrust direction of the thrust array assembly is perpendicular to the ground; a plurality of vector nozzle assemblies fixed on the main frame 204, the thrust of the vector nozzle assembly is realized by a plurality of second turbojet engines 206, the central axis of the second turbojet engine 206 is perpendicular to the central axis of the first turbojet engine 202, and the vector nozzle 207 of the vector nozzle assembly has at least one degree of freedom relative to the main frame 204, at least enabling the thrust direction of the vector nozzle assembly to be adjusted and changed. When the degree of freedom is greater than one, the thrust application point can also be adjusted and changed.

[0051] In this embodiment, a combination of a vector nozzle assembly and a thrust array assembly is adopted to control the attitude, speed, etc. of the aircraft, and high-dynamic, high-fault-tolerant, and reconfigurable flight control that cannot be achieved by using only thrust difference control can be realized.

[0052] Optionally, the thrust array assembly is arranged inside the main frame 204, and the thrust array assembly includes a front thrust array and a rear thrust array. In one embodiment, the front thrust array includes 4 second turbojet engines 206, and the rear thrust array includes 6 second turbojet engines 206. Through this front and rear array configuration, the thrust redundancy is further increased, and the robustness or reliability of the aircraft is increased.

[0053] Optionally, the vector nozzle assemblies are symmetrically arranged on both sides of the main frame 204 in a dispersed manner. In one embodiment, the vector nozzle assembly includes 4 second turbojet engines 206, and 1 is arranged at the front and rear of each side of the left and right of the main frame 204. Multiple engines jointly provide thrust and control, improving the overall robustness of the system, and further improving the overall safety and fault tolerance of the aircraft, so that the safety level of the personal aircraft can meet daily or special needs.

[0054] Optionally, the chassis further includes: a fuel distribution tank 215 fixed on the main frame 204, the fuel distribution tank 215 is arranged between the front thrust array and the rear thrust array, and the fuel distribution tank 215 is provided with a plurality of oil circuits connected to the first turbojet engine 202 and the second turbojet engine 206. Such a setting position of the fuel distribution tank 215 will shorten the total length of the oil circuits to the first turbojet engine 202 and the second turbojet engine 206, thereby reducing the weight of the oil pipes and the pressure of the oil pumps that need to be configured. With such a setting, the overall structure of the chassis is compact, and a more lightweight overall structure can be realized.

[0055] Optionally, the chassis further includes: a plurality of electronic equipment compartments 201, which are arranged at the front end and / or the rear end of the main frame 204. One or more of the following three devices can be installed in the electronic equipment compartment 201: an engine control device, a flight control device, and a battery device. The engine control device is connected to an oil pump to control the fuel supply speed to the engine. The flight control device can control the rotation of the vector nozzle 207, thereby specifically changing the thrust action point and thrust direction of each second turbojet engine 206, making the operation of the aircraft simpler and safer. The battery device can supply power to the engine control device, the flight control device, etc.

[0056] Optionally, the thrust array assembly includes: a plurality of first fixing frames and a plurality of corresponding first turbojet engines 202. Each first fixing frame fixes the corresponding first turbojet engine 202 on the main frame 204.

[0057] Furthermore, in one embodiment, the chassis includes a first longitudinal beam 212, which is fixed on the main frame 204. The first turbojet engine 202 of the front thrust array is fixed on the first longitudinal beam 212 and the main frame 204 through the first fixing frame. Similarly, the chassis further includes a second longitudinal beam 213, which is fixed on the main frame 204. The first turbojet engine 202 of the rear thrust array is fixed on the second longitudinal beam 213 and the main frame 204 through the first fixing frame.

[0058] Optionally, the vector nozzle assembly includes: a second fixing frame 205 and a corresponding second turbojet engine 206. The second fixing frame 205 fixes the corresponding second turbojet engine 206 on the main frame 204; a third fixing frame 214 and a corresponding vector nozzle 207. The vector nozzle 207 is connected to the second turbojet engine 206 in a one-to-one correspondence. The third fixing frame 214 fixes the corresponding vector nozzle 207 on the main frame 204.

[0059] Optionally, the vector nozzle 207 of the vector nozzle assembly has two or three degrees of freedom relative to the main frame 204.

[0060] Optionally, the chassis further includes: two front and rear shock-absorbing landing gears 211, and the upper ends of the shock-absorbing landing gears 211 are fixed on the main frame 204.

[0061] Optionally, in one embodiment, the thrust array assembly includes 5 pairs of first turbojet engines 202 symmetrically arranged on both sides of the central axis of the main frame 204; a plurality of vector nozzle assemblies include 2 pairs of second turbojet engines 206 symmetrically arranged on both sides of the central axis of the main frame 204. The arrangement of multiple engines in the thrust array combined with multiple vector nozzles 207 makes the impact of engine failures on the aircraft very small. In this embodiment, the aircraft can maintain normal operation when less than 3 engines fail simultaneously.

[0062] The technical solution of the present invention provides a personal aircraft, and the personal aircraft includes the aforementioned chassis.

[0063] In a more specific embodiment, the chassis of this embodiment includes the following six parts: a plurality of vector nozzle assemblies, a thrust array assembly, a fuel distribution tank 215, a main frame 204, a landing gear 211, and a plurality of electronic equipment compartments 201.

[0064] Each vector nozzle 207 of the vector nozzle assembly has one to three degrees of freedom. Taking the vector nozzle 207 with 2 degrees of freedom as an example, the vector nozzle 207 is rotatably connected to the adapter 210 through the first connecting member 209, and the adapter 210 is rotatably connected to the second turbojet engine 206 through the second connecting member 208. The adapter 210 can achieve a predetermined angle of airflow direction deflection. Further, by controlling the first connecting member 209 and the second connecting member 208 through the servo motor 203, the rotation of the vector nozzle 207 under electric control can be realized. In the specific implementation process, the degrees of freedom of the vector nozzle 207 can be adjusted according to the application scenario and required performance.

[0065] The thrust array assembly includes a plurality of first turbojet engines 202 with nozzles facing downward. The thrust array assembly mainly provides a downward thrust vector for the aircraft. Of course, when the aircraft is in the air, if the chassis is not parallel to the ground, the thrust array assembly can also provide thrust in other directions for the aircraft. In addition, under the control of the flight control computer, different engines will generate different thrusts, and different thrusts cause the attitude of the aircraft to change. The overall performance of the thrust array assembly can also constitute an adjustable vector thrust.

[0066] The function of the fuel distribution tank 215 is to provide fuel distribution for all engines. The fuel in the main fuel tank first enters the fuel distribution tank 215 through a pipeline, and then is distributed to the oil pumps of each engine through a plurality of small pipelines. The fuel distribution tank 215 is connected to the frame through fixed bayonets. The fuel distribution tank 215 is a sealed box body, with oil outlet pipe interfaces opened at both edges to provide fuel distribution for the turbojet engine; in the middle are multi-way oil inlet pipe interfaces, which are connected to the oil pipes of the main fuel tank. In addition to the function of fuel distribution, the fuel distribution tank 215 also plays a role in preventing the bubbles generated by fuel during movement from affecting the normal operation of the engine.

[0067] The main frame 204 is mainly composed of materials such as carbon fiber, aluminum alloy, and stainless steel. The main function of the main frame 204 is to fix components such as the vector nozzle assembly, the thrust array assembly, the fuel distribution tank 215, and the electronic equipment compartment 201. Further, the overall frame adopts an upper and lower split structure. This can very conveniently disassemble and install the thrust array, the vector nozzle 207, etc.

[0068] There are two landing gears 211 in the front and back of the main frame 204, which play a role in supporting and buffering the whole. The landing gears 211 are made of stainless steel material, which can avoid the influence of the high-temperature gas of the engine on the service life of the landing gears 211.

[0069] Furthermore, for the above vector nozzle, the following embodiments can be referred to.

[0070] As Figures 7-11 shown, a vector nozzle provided by the technical solution of an embodiment of the present invention includes: a first jet section 400, and a convex ring 402 is provided at the first end of the first jet section 400; a second jet section 404, and an annular groove is provided at the first end of the second jet section 404; a rack 406 and a driving gear 308 that are engaged with each other, the rack 406 is fixed on the outer surface of one of the first jet section 400 and the second jet section 404, and the driving gear 308 is fixed on the outer surface of the other of the first jet section 400 and the second jet section 404 through a base; wherein, the convex ring 402 is clamped in the annular groove, and at least one set of balls 416 is provided between several groups of surfaces of the convex ring 402 directly opposite to the annular groove to achieve rolling friction; for at least one of the first jet section 400 and the second jet section 404, there is a deflection angle between the axis of the air inlet and the axis of the air outlet. This embodiment provides a vector nozzle, which can change the jet direction of the engine, has a simple structure, greatly reduces the cost, and greatly improves the reliability; has a relatively small volume and can be applied to thrust vector control on small-volume aircraft; the control is flexible and simple, and the rotation control of the vector nozzle can be realized by the engagement of two gears.

[0071] In one embodiment, the first jet section 400 is the upstream section of the jet compared to the second jet section 404, the first jet section 400 is fixed compared to the second jet section 404, and the first jet section 400 may itself be the outlet section of the turbofan engine; or the first jet section 400 is a component independent of the turbofan engine, and the second end of the first jet section 400 is fixedly connected to the outlet end of the turbofan engine; or the second end of the first jet section 400 is connected to the tail of a more upstream vector nozzle.

[0072] In one embodiment, the second jet section 404 is the upstream section of the jet compared to the first jet section 400, the second jet section 404 is fixed compared to the first jet section 400, and the second jet section 404 may itself be the outlet section of the turbofan engine; or the second jet section 404 is a component independent of the turbofan engine, and the second end of the second jet section 404 is fixedly connected to the outlet end of the turbofan engine; or the second end of the second jet section 404 is connected to the tail of a more upstream vector nozzle.

[0073] Optionally, the annular groove includes: a plurality of clamping devices 408 which form a detachable segmented ring; a fixing ring 410 which is fixed around the first end of the second jet section 404, and the fixing ring 410 and the plurality of clamping devices 408 are detachably fixed together; wherein, when the plurality of clamping devices 408 are fixed to the fixing ring 410, they jointly form an annular groove, thereby realizing the limit for the raised ring 402; when the plurality of clamping devices 408 are separated from the fixing ring 410, the raised ring 402 is no longer restricted, thereby realizing the separation of the first jet section 400 and the second jet section 404. The arrangement of the plurality of clamping devices 408 enables the quick disassembly and installation of the components of the vector nozzle. In addition, it also facilitates the installation of the balls 416.

[0074] In one embodiment, the cross-section of the clamping device 408 forms the bottom edge and one side edge of a "U" shape, while the cross-section of the fixing ring 410 forms the other side edge of the "U" shape. And the raised ring 402 just inserts into the "U" shape, so that the raised ring 402 is limited. At the same time, this is also the implementation scheme for the connection of the first jet section 400 and the second jet section 404.

[0075] Preferably, the raised ring 402 is a component independent of the first jet section 400, and the raised ring 402 is fixed to the first end of the first jet section 400 by welding.

[0076] Optionally, a plurality of screw holes 412 facing the second jet section 404 are provided on the fixing ring 410, and through holes 414 opposite to the screw holes 412 are provided on the clamping device 408. The clamping device 408 and the fixing ring 410, and the fixing ring 410 and the second jet section 404 are fixed in sequence by bolts. The fixing ring 410 and the clamping device 408 are arranged in this way to enable quick disassembly and assembly.

[0077] Optionally, a set of balls 416 are respectively arranged between a set of directly opposite surfaces of the raised ring 402 and the clamping device 408, and between a set of directly opposite surfaces of the raised ring 402 and the fixing ring 410, and the two sets of balls 416 are respectively arranged on opposite sides of the raised ring 402, so that the raised ring 402 rolls smoothly in the annular groove.

[0078] Preferably, in order to arrange the balls 416, grooves are provided on the clamping device 408, the fixing ring 410, and the raised ring 402 to accommodate the balls 416.

[0079] Optionally, the rack 406 is arranged on the outer side of the clamping device 408.

[0080] In one embodiment, the clamping device 408 and the rack 406 are an integral part. On the one hand, it reduces the installation steps and there is no need to install the rack 406 separately. On the other hand, the clamping device 408 also plays a role in supporting and raising the rack 406, so that the height of the rack 406 exactly matches the driving gear 308. Otherwise, since the driving gear 308 is itself installed on the base and has a certain height, it is difficult for the rack 406 to mesh with the driving gear 308.

[0081] Optionally, the first ends of the first jet section 400 and the second jet section 404 have the same inner and outer diameters. The raised ring 402, the fixing ring 410, the first end of the first jet section 400 and the first end of the second jet section 404 together form a smooth inner jet pipe wall, thereby reducing the part of the jet kinetic energy lost on the pipe wall, improving the jet output efficiency, and reducing the vibration and component loss caused by the impact on the pipe wall.

[0082] Optionally, the raised ring 402 has a first stepped structure 418 that is convenient for sleeving on the first end of the first jet section 400. The raised ring 402 has a second stepped structure 420. The fixing ring 410 has a third stepped structure 422 that is convenient for sleeving on the first end of the second jet section 404. The fixing ring 410 has a fourth stepped structure 424. The cooperation of the second stepped structure 420 and the fourth stepped structure 424 makes it convenient for the fixing ring 410 to sleeve on the raised ring 402. Through the setting of this stepped structure, it is easy to determine the positions of each component when assembling the vector nozzle, thereby improving the installation accuracy and installation efficiency.

[0083] The technical solution of the present invention also provides a multi-degree-of-freedom vector nozzle. The multi-degree-of-freedom vector nozzle includes 3 or more sequentially connected third jet sections 426, and a vector nozzle is formed between every two adjacent third jet sections 426. The multi-degree-of-freedom vector nozzle can change the jet direction and jet force point more subdividedly.

[0084] Optionally, the multi-degree-of-freedom vector nozzle includes 3 sequentially connected third jet sections 426. There is no deflection angle between the axis of the air inlet and the axis of the air outlet of the first third jet section 426. The deflection angle between the axis of the air inlet and the axis of the air outlet of the second third jet section 426 is 45 degrees to 90 degrees. The deflection angle between the axis of the air inlet and the axis of the air outlet of the third third jet section 426 is between 20 degrees and 60 degrees. By doing so, compared with the single-degree-of-freedom vector nozzle, it can meet the vector requirements in more scenarios.

[0085] In one embodiment, the third jet section 426 is connected by multiple obliquely cut cylinders, or can be formed at one time by a cylinder with a certain arc. The angle of the third jet section 426 can be 90 degrees or other degrees.

[0086] In one embodiment, the lowermost third jet section 426 of the vector nozzle is an angled elbow, and the uppermost third jet section 426 is fixed to the rear of the turbojet engine by means such as screws.

[0087] In one embodiment, it can be flexibly switched between 2 degrees of freedom and 1 degree of freedom by means of disassembly or addition. For a multi-degree-of-freedom vector nozzle with 2 degrees of freedom, removing the lowermost third jet section 426 and the corresponding connecting components (including the fixing ring 410, the protruding ring 402, the ball 416, the clamping device 408, the rack 406, and the drive gear 308) will result in a 1-degree-of-freedom vector nozzle; for a 1-degree-of-freedom vector nozzle, if another third jet section 426 is further fitted at the end of the lowermost third jet section 426 by cooperating with the corresponding connecting components, it will become a 2-degree-of-freedom vector nozzle. This is also the reason why the present application rarely uses integral parts but instead uses multiple detachable connecting components.

[0088] The technical solution of the present invention also provides an aircraft, which includes a vector nozzle.

[0089] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A torque transmission device, characterized in that, Comprising: A base; A straight shaft that passes through the base and is rotatable about its own axis within the base; A flexible shaft, one end of the flexible shaft is fixedly connected to one end of the straight shaft, and the other end of the flexible shaft can be drivingly connected to the output shaft of a power output device; A driving gear coaxially and fixedly connected to the straight shaft; Wherein, the output torque of the power output device can be transmitted to the straight shaft through the flexible shaft, and then transmitted to the driving gear, and the driving gear is used to provide power for the device to be driven.

2. The torque transmission device according to claim 1, characterized in that The torque transmission device further comprises: A plurality of ball bearings disposed within the base, through which the straight shaft passes, for reducing the friction between the straight shaft and the base when the straight shaft rotates about its own axis.

3. The torque transmission device according to claim 1, characterized in that The torque transmission device further comprises: A first thrust bearing sleeved on the straight shaft and disposed between the driving gear and the ball bearings; A second thrust bearing sleeved on the straight shaft and disposed between a raised portion and the ball bearings, the raised portion being a part of the straight shaft for limiting the maximum length of the straight shaft passing through the base.

4. The torque transmission device according to claim 3, wherein A receiving hole for receiving one end of the flexible shaft is provided on the raised portion, and a first screw hole is provided on the side surface of the raised portion for fastening one end of the flexible shaft by screwing a first bolt into the first screw hole.

5. The torque transmission device according to claim 3, characterized in that, The base comprises: A fixed seat, a lower fixed semi-ring, and an upper fixed semi-ring. The lower fixed semi-ring and the upper fixed semi-ring can be combined to form a through hole for accommodating the ball bearings, and the upper fixed semi-ring and the lower fixed semi-ring are fixed on the fixed seat.

6. The torque transmission device according to claim 5, characterized in that, The first thrust bearing and the second thrust bearing can also be accommodated in the through hole at the same time, and the side edges of the first thrust bearing and the second thrust bearing respectively extend beyond both ends of the through hole.

7. The torque transmission device according to claim 1, characterized in that The driving gear comprises a boss, a second screw hole is provided on the boss, and a plane is provided at one end of the straight shaft. When the driving gear is sleeved on the straight shaft, the boss portion corresponds to the plane for fixing the driving gear to the straight shaft by screwing a second bolt into the second screw hole and abutting against the plane.

8. An aircraft, characterized in that, The aircraft comprises: A main frame; A thrust array assembly fixed to the main frame, the thrust of the thrust array assembly is realized by a plurality of first turbojet engines, and the acting point and direction of the thrust of the thrust array assembly maintain a fixed geometric positional relationship with the main frame. When the personal aircraft is parked on the ground, the direction of the thrust of the thrust array assembly is perpendicular to the ground; A plurality of vector nozzle assemblies fixed to the main frame, the thrust of the vector nozzle assemblies is realized by a plurality of second turbojet engines, the central axes of the second turbojet engines are perpendicular to the central axes of the first turbojet engines, and the vector nozzles of the vector nozzle assemblies have at least one degree of freedom relative to the main frame; A plurality of torque transmission devices according to any one of claims 1-7; The vector nozzle comprises: The first jet section, with a raised ring provided at the first end of the first jet section; The second jet section, with an annular groove provided at the first end of the second jet section; The engaged rack and the drive gear, where the rack is fixed on the outer surface of one of the first jet section and the second jet section, and the drive gear is fixed on the outer surface of the other of the first jet section and the second jet section through a base; Wherein, the raised ring is clamped in the annular groove, and at least one set of balls is provided between several groups of directly opposite surfaces of the raised ring and the annular groove to achieve rolling friction; for at least one of the first jet section and the second jet section, there is a deflection angle between the axis of the air inlet and the axis of the air outlet.

9. The aircraft according to claim 8, characterized in that, The second end of the first jet section receives the jet from the second turbojet engine.

10. The aircraft according to claim 8, characterized in that, The second end of the second jet section receives the jet from the second turbojet engine.

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