A human-flywheel hybrid power-based aircraft driving system and an aircraft

Abstract

This invention discloses a human-powered flywheel hybrid propulsion system and aircraft, belonging to the field of human-powered aircraft technology. The system includes: a human input mechanism receiving the user's pulling force; a flywheel energy storage and speed-up mechanism connected to this mechanism via a traction rope, which incorporates a flywheel body and a one-way clutch to achieve unidirectional kinetic energy transmission; a power synthesis and transmission mechanism connected to the output end of the flywheel mechanism, which synthesizes and outputs the flywheel's power; and a propeller connected to the power mechanism. The human input mechanism employs an alternating left-right pulling design, simulating the movement of pulling a rope to save effort. The flywheel is made of carbon fiber and can be quickly charged with a hydraulic starting device. A differential gearbox is preferred as the power synthesis mechanism. This propulsion system is suitable for aircraft such as fixed-wing gliders, which feature a high monoplane configuration, a high aspect ratio wing, and a lightweight carbon fiber structure, with strict weight control to adapt to the power requirements of different flight phases.

Description

Technical Field

[0001] This invention relates to the fields of aviation technology and human-powered propulsion, and particularly to a human-powered aircraft propulsion system that utilizes a flywheel for kinetic energy buffering and smooth output, and an aircraft containing such a system. Background Technology

[0002] Human-powered flight has been a long-held dream of humankind. Since the mid-20th century, various human-powered aircraft have emerged, such as the "Gossamer Condor" and the "Albatross." These aircraft mostly employed a bicycle-like pedaling motion, directly driving a large propeller via a long chain. However, this design has significant drawbacks: human power output exhibits dead spots and pulsations, resulting in discontinuous power delivery and low energy efficiency. Pilots need to expend extra energy to overcome these power fluctuations, severely limiting flight endurance and stability. Therefore, there is an urgent need for a new propulsion system that can smooth human power output and improve energy efficiency. Summary of the Invention

[0003] The purpose of this invention is to solve the problems of discontinuous power output and low efficiency in existing human-powered aircraft, and to provide a human-powered-flywheel hybrid power drive system and aircraft that can smoothly deliver power, efficiently store and release energy.

[0004] To achieve the above objectives, the present invention provides the following technical solution: an aircraft drive system and aircraft based on a human-flywheel hybrid power system, comprising: The human input mechanism is used to receive the user's pulling force. Through a structural design that conforms to the human body's force application habits, the mechanism converts the user's reciprocating or alternating pulling force into a continuous and transferable initial power. The flywheel energy storage and speed-up mechanism has its input end connected to the human input mechanism. It can receive and convert the kinetic energy input by human power into the rotational kinetic energy of the flywheel. The flywheel energy storage and speed-up mechanism includes a flywheel body and a one-way clutch for transmitting the rotational kinetic energy of the flywheel in one direction. The one-way clutch only allows the rotational kinetic energy of the flywheel to be output outward in a set direction, avoiding the consumption of stored energy by reverse resistance. The power synthesis and transmission mechanism has its input end connected to the output end of the flywheel energy storage and speed-up mechanism. It can integrate and process the rotational power output by the flywheel, eliminate fluctuations or interference in power transmission, form a stable and outputtable synthesized power, and transmit it to subsequent stages. The thruster, connected to the output end of the power synthesis and transmission mechanism, can convert the synthesized power into a mechanical force that propels the aircraft forward, directly affecting the aircraft's direction of travel.

[0005] Furthermore, the human input mechanism is a left-right alternating pull mechanism, whose movement simulates the movement of a pull rope. This mechanism guides the user to apply force in a continuous and rhythmic manner through the left-right alternating pull action. It optimizes the output efficiency of force by utilizing the natural change law of speed during the pull process, so that the user can obtain a more effective work effect with the same physical exertion and reduce ineffective force exertion.

[0006] Furthermore, the flywheel body is made of carbon fiber composite material, which is lightweight and high-strength. This allows the flywheel to withstand the centrifugal force generated by high-speed rotation while maintaining a low overall mass, thereby supporting the flywheel to reach higher rotational speeds. This satisfies the energy storage density requirements while avoiding increasing the system load due to excessive weight.

[0007] Furthermore, the power synthesis and transmission mechanism is a differential gearbox, which, through the coordinated operation of multiple sets of gears, can convert the single rotational power output by the flywheel into a rotational output form that meets the working requirements of the propeller, while balancing the power distribution under different working conditions to ensure the stability and adaptability of the output power.

[0008] Furthermore, the flywheel energy storage and speed-up mechanism and the human input mechanism are connected by a traction rope made of ultra-high molecular weight polyethylene fiber. This traction rope has the characteristics of low elongation and high tensile strength, which can establish an efficient direct power connection between the human input and the flywheel energy storage and speed-up mechanism, reduce the loss and delay in the power transmission process, and ensure the rapid conversion of human input kinetic energy.

[0009] Furthermore, it also includes a hydraulic starting device, which is used to assist the flywheel energy storage speed-up mechanism to quickly reach the working speed in the initial stage or when rapid charging is required. This device provides additional torque to the flywheel through hydraulic drive, shortens the time for the flywheel to go from rest to entering the effective energy storage state, and improves the system's response capability in startup or emergency charging scenarios.

[0010] Furthermore, it includes a human-flywheel hybrid power aircraft drive system as described in any one of claims 1 to 6. This system, as the core power source, can combine human input with flywheel energy storage and release to achieve propulsion and support the controllable movement of the aircraft.

[0011] Furthermore, the aircraft is a fixed-wing glider with a high monoplane configuration and a propeller. The high monoplane configuration helps to improve the aerodynamic efficiency and structural stability of the wing, while the propeller is directly connected to the output of the drive system, converting power into propulsion, which meets the dual needs of cruising and propulsion of the glider.

[0012] Furthermore, the aircraft has a wing aspect ratio greater than 20, and the entire structure is mainly made of carbon fiber composite materials. The total weight (including the pilot) is controlled below 110 kg. The high aspect ratio wing can reduce induced drag to improve gliding performance. The application of carbon fiber composite materials can control the overall weight while ensuring structural strength. The low total weight reduces the power burden of the drive system and facilitates the efficient use of human power and flywheel power.

[0013] Furthermore, adjustable transmission ratio gearboxes are provided on the transmission paths between the human input mechanism and the flywheel energy storage and speed-increasing mechanism, as well as on the transmission paths between the flywheel energy storage and speed-increasing mechanism and the power synthesis and transmission mechanism. These gearboxes are used to adapt to the power and speed requirements of different flight stages. The gearboxes can adjust the transmission ratio according to the power requirements of different stages such as takeoff, cruise, and climb, so that the power input from the human and the power output from the flywheel are more precisely matched to the working conditions of the propeller, thereby optimizing energy utilization efficiency and flight controllability.

[0014] This invention provides an aircraft drive system and aircraft based on human-powered flywheel hybrid power, which has the following advantages: 1. This system employs an alternating left-right pulling mechanism to simulate the motion of a rope, conforming to human exertion habits. It utilizes pulling speed to improve work efficiency and reduce human effort. Human force is transmitted via the traction rope to the flywheel energy storage and speed-up mechanism. A one-way clutch ensures the flywheel stores and releases rotational kinetic energy in only one direction, avoiding reverse resistance from interfering with human input. The flywheel body is made of carbon fiber composite material, balancing high-speed requirements with lightweight design to reduce ineffective load. This design converts intermittent human input into continuous flywheel kinetic energy, retaining the flexibility of human drive while compensating for the discontinuity of human output through the energy storage mechanism. This provides a stable and sustained basic power source for the aircraft, making it particularly suitable for long-endurance, low-power flight scenarios.

[0015] In the initial stage or when rapid charging is required, the flywheel energy storage and speed-up mechanism can be assisted by a hydraulic starting device to accelerate to the operating speed, solving the problem of low efficiency caused by high initial resistance when starting manually. The intervention of the hydraulic device lowers the threshold for manual starting, allowing the operator to put the flywheel into a high-efficiency energy storage state without prolonged pre-exertion. At the same time, the high-speed characteristics of the flywheel itself (relying on carbon fiber material) can store a large amount of kinetic energy in a short time, and the one-way clutch can precisely control the power release rhythm. This combination retains the autonomy of manual drive while expanding the applicability of the system in scenarios with high instantaneous power requirements, such as emergency takeoff and rapid climb, thus improving the environmental adaptability of the aircraft.

[0016] The power synthesis and transmission mechanism employs a differential gearbox, which efficiently synthesizes the rotational power of the flywheel into a unified output, reducing energy loss during transmission. More importantly, an adjustable gear ratio transmission device is added to the transmission path from human input to the flywheel and from the flywheel to the power output. This dynamically adapts to the power and speed requirements of different flight phases—for example, reducing the gear ratio when high torque and low speed are needed during takeoff, and increasing the gear ratio when high speed and low torque are needed during cruising. This flexible adjustment mechanism avoids the inefficiency of traditional fixed-ratio systems, such as "overpowered power for small or underpowered loads," ensuring that the power output from human operation and the flywheel is always precisely matched to the propeller's needs, improving overall energy utilization and extending flight time.

[0017] If the aircraft based on this drive system is a fixed-wing glider, it adopts a high monoplane configuration and a pusher propeller, combined with a wing aspect ratio greater than 20 (long and narrow wings reduce induced drag), which can significantly improve the lift-to-drag ratio and enhance gliding efficiency. The entire aircraft is mainly manufactured using carbon fiber composite materials, and the total weight (including the pilot) is controlled below 110 kg, which greatly reduces the empty weight and makes it easier to convert the kinetic energy stored in the flywheel into the lift and thrust required for flight. The lightweight structure also reduces inertial load and improves the aircraft's responsiveness to operating commands, especially in low-altitude maneuvers or complex airflow environments, making it easier to maintain a stable attitude, providing an ideal platform for the human-flywheel hybrid drive mode.

[0018] Human-powered operation offers advantages such as no fuel dependence, low noise, and a relatively controllable operational threshold, but it is limited by the human body's power limit (approximately 0.3-0.5 horsepower) and intermittent output. Flywheel energy storage, on the other hand, overcomes the instantaneous power limitations of human operation, storing and releasing stable kinetic energy through high-speed rotation, thus compensating for the shortcomings of human power. The hybrid power system combining the two retains the environmental friendliness and flexibility of human-powered operation (such as short-range reconnaissance and recreational flights without carrying fuel), while ensuring long endurance and stable output capabilities (such as long-distance cruising) through flywheel energy storage. In addition, the high maintainability of the system's components (such as the tow rope and transmission device) further reduces operating costs, making the aircraft more valuable for promotion in diverse scenarios such as education, sports, and light operations. Attached Figure Description

[0019] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the overall structure of the drive system of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the overall structure of the drive system of the present invention. Figure 2 ; Figure 3 This is a plan view of the overall structure of the drive system of the present invention; Figure 4 This is an enlarged structural diagram showing the connection between the flywheel body and the power synthesis and transmission mechanism of the present invention; Figure 5 This is an overall layout diagram of a fixed-wing aircraft incorporating the present invention. Detailed Implementation

[0021] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses consistent with some aspects of this disclosure as detailed in the appended claims.

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0023] Example 1: Low-altitude recreational cruise flight example This embodiment is applicable to low-altitude recreational cruise flights of fixed-wing gliders, with human power as the primary source of power throughout the flight. The hydraulic starter 6 is only used for initial startup, suitable for smooth flight. During the pre-flight preparation phase, each component is tested according to the usage instructions: check the tension of the traction rope 2 between the human input mechanism 1 and the flywheel energy storage and speed-up mechanism 3 to ensure there is no wear; adjust the transmission device on the transmission path to the initial low-speed, high-torque transmission ratio; check the oil level of the hydraulic starter 6 and the flexibility of the control switch; confirm that the power synthesis and transmission mechanism 7 is adequately lubricated, its connection to the propeller 8 is secure, the fixed-wing glider's wing layout is normal, and the overall structure is secure.

[0024] During the initial charging phase, the hydraulic starting device 6 is activated, assisting the flywheel energy storage and speed-up mechanism 3 to quickly drive the flywheel body 4 to its operating speed before shutting off the device. The one-way clutch 5 is locked to prevent reverse energy transmission. Subsequently, the user operates the manual input mechanism 1, using an alternating left and right pulling method to save effort. Power is continuously transmitted to the flywheel energy storage and speed-up mechanism 3 via the traction rope 2, replenishing the kinetic energy of the flywheel body 4. At the same time, the pulling frequency is adjusted according to the flywheel speed feedback, gradually switching the transmission device to a high-speed gear ratio to prepare for cruise flight.

[0025] During flight control, the kinetic energy of the flywheel body 4 is transmitted to the power synthesis and transmission mechanism 7 via the one-way clutch 5, and then synthesized into a rotary output by the differential gearbox to drive the thruster 8, providing cruise power for the aircraft. During level flight, the transmission is switched to a high-speed, low-torque gear ratio to reduce manual effort. The user continuously pulls the manual input mechanism 1 to replenish the kinetic energy consumed by the flywheel body 4, ensuring endurance. The status of each mechanism is monitored in real time. If the flywheel speed drops slightly, the pulling frequency is increased to maintain stability without needing to restart the hydraulic starter 6. During landing and shutdown, the manual input mechanism 1 is stopped, allowing the flywheel body 4 to release kinetic energy through inertia. The transmission is adjusted to a low gear ratio to assist in deceleration. After the thruster 8 stops, the one-way clutch 5 is checked to be in the disengaged state, impurities are cleaned from the components, and the transmission is reset.

[0026] Example 2: Short-distance climb obstacle-crossing flight example This embodiment is applicable to scenarios where fixed-wing gliders need to climb and overcome obstacles during short-distance flights. It requires the use of a hydraulic starter device 6 for auxiliary charging to enhance power output and meet the climbing demands. During pre-flight preparation, in addition to routine checks of components such as the traction rope 2, flywheel body 4, and one-way clutch 5, the focus is on adjusting the transmission device to ensure flexible switching between high and low speed ratios; checking the responsiveness of the hydraulic starter device 6 to ensure rapid start-up for auxiliary charging; and confirming that the power synthesis and transmission mechanism 7 is leak-free and that the thruster 8 is securely connected to the propeller, meeting the requirements for high-intensity power output.

[0027] During the initial charging phase, the hydraulic starting device 6 assists the flywheel energy storage and speed-up mechanism 3 in driving the flywheel body 4 to its operating speed. After the device is turned off, the user operates the manual input mechanism 1 with high intensity, alternately pulling it left and right to quickly replenish the kinetic energy of the flywheel body 4. At the same time, the transmission is maintained at a low-speed, high-torque transmission ratio to reserve power for climbing. During this period, the flywheel speed is closely monitored. If the speed does not meet the climbing requirements, the hydraulic starting device 6 is briefly activated again to assist charging, ensuring that the flywheel body 4 stores sufficient kinetic energy.

[0028] During the flight control phase, when entering the climb and obstacle-crossing stage, the transmission is maintained at a low-speed, high-torque ratio. The kinetic energy of the flywheel body 4 is efficiently transferred to the thruster 8 via the power synthesis and transmission mechanism 7, improving power output efficiency and driving the aircraft to climb rapidly. The user continuously increases the pulling force and frequency of the manual input mechanism 1 to continuously replenish the kinetic energy of the flywheel body 4, preventing a drop in speed during the climb. The one-way transmission characteristic of the one-way clutch 5 prevents reverse power loss, ensuring that all kinetic energy is used for climbing. After overcoming obstacles, the aircraft switches to level flight, adjusts the transmission to a high-speed, low-torque ratio, and resumes the normal pulling frequency to maintain cruise. The landing and shutdown procedures are performed according to standard operating procedures, with a focus on checking the status of the power synthesis and transmission mechanism 7 and the transmission to ensure there is no damage from high-intensity operation.

[0029] Example 3: Flight Initiation in a Windless Environment This embodiment is applicable to the start-up and flight of a fixed-wing glider in a windless environment. In this case, the initial lift of the aircraft is insufficient, and it needs to rely on the drive system to provide sufficient initial power. The hydraulic start-up device 6 and the manual input mechanism 1 work together to exert force. During the pre-flight preparation stage, the flexibility of the pull-out stroke of the manual input mechanism 1 is checked to ensure that there is no jamming when pulling left and right alternately; it is confirmed that the connection points of the traction rope 2 and each component are firm to avoid excessive force on the power transmission during windless start-up, which may cause loosening; the transmission device is adjusted and initially set to a low-speed, high-torque transmission ratio to improve the power output during start-up.

[0030] During the initial charging phase, the hydraulic starting device 6 is activated, causing the flywheel energy storage and speed-up mechanism 3 to rapidly rotate the flywheel body 4 to above its operating speed. This process is maintained briefly to store more kinetic energy for the flywheel body 4. Simultaneously, the user operates the manual input mechanism 1 to pull, transmitting additional power to the flywheel energy storage and speed-up mechanism 3 via the traction rope 2, further increasing the flywheel speed. Once the flywheel has sufficient kinetic energy, the hydraulic starting device 6 is deactivated, and the one-way clutch 5 is locked. At this point, the transmission is gradually adjusted, and in conjunction with the aircraft's taxiing state, the transmission ratio is slowly switched to a higher speed to provide continuous power for takeoff.

[0031] During flight control, the kinetic energy of the flywheel body 4 drives the thruster 8 to operate at high speed via the power synthesis and transmission mechanism 7, providing sufficient lift and thrust to help the aircraft take off smoothly in windless conditions. After takeoff, the high-speed transmission ratio of the gearbox is maintained, and the user continuously pulls the manual input mechanism 1 to replenish kinetic energy, ensuring sustained flight. During flight, the flywheel speed and the operating status of the thruster 8 are monitored in real time. If the speed decreases, the pulling frequency is increased in time, and if necessary, the hydraulic starting device 6 is briefly activated to assist in charging. During landing, manual input is stopped in advance, and the aircraft relies on the inertia of the flywheel to decelerate, coordinating with the gearbox adjustment to ensure a smooth landing in windless conditions. Afterwards, all components are inspected and cleaned as required.

[0032] Example 4: Long-distance endurance flight example This embodiment is applicable to long-distance sustained flight of fixed-wing gliders. Its core lies in optimizing kinetic energy distribution, reducing manpower consumption, and extending flight time by relying on the energy storage characteristics of the flywheel energy storage and speed-up mechanism 3. During the pre-flight preparation phase, the installation stability of the flywheel body 4 is checked to ensure no abnormalities during long-term high-speed operation; the wear resistance of the traction rope 2 is confirmed to avoid wear caused by continuous stress during long-distance flight; the transmission device is adjusted to ensure smooth switching between transmission ratios and adapt to the kinetic energy requirements of different flight stages; and the hydraulic starting device 6 is checked for sufficient oil level as an emergency charging backup.

[0033] During the initial charging phase, the hydraulic starting device 6 assists the flywheel energy storage and speed-up mechanism 3 in completing the initial charging. After the device is turned off, the user operates the manual input mechanism 1 at a uniform frequency to pull it out, replenishing the kinetic energy of the flywheel body 4 and adjusting the transmission to a high-speed gear ratio to meet the cruise requirements. During flight, an "intermittent manual replenishment" mode is adopted. When the flywheel speed is maintained within a reasonable range, the pulling frequency of the manual input mechanism 1 is reduced to reduce physical exertion; when the speed drops to a threshold, the pulling frequency is increased to replenish kinetic energy, forming a cycle.

[0034] During flight control, the power synthesis and transmission mechanism 7 continuously converts the flywheel's kinetic energy into the rotational power of the thruster 8. The one-way clutch 5 ensures that the kinetic energy is not transmitted in the opposite direction, improving energy utilization efficiency. During long-distance flight, the transmission device is adjusted according to the flight attitude. During level flight, a high-speed, low-torque transmission ratio is maintained, and the transmission ratio is finely adjusted during slight climbs or descents, without the need for frequent switching. If airflow fluctuations cause a sudden drop in speed, the hydraulic starter 6 is activated to quickly replenish kinetic energy and stabilize the flight state. After landing and shutdown, a comprehensive inspection is conducted on the flywheel energy storage and speed-up mechanism 3, the traction rope 2, and the power synthesis and transmission mechanism 7, with a focus on checking for wear and loosening after long-distance operation, and proper maintenance of the components is performed.

[0035] Example 5: Emergency Landing and Second Start Flight Example This embodiment is applicable to the secondary restart flight of an aircraft after a temporary emergency landing. It requires rapid inspection and charging of all components to ensure the drive system is immediately usable. During the pre-flight preparation phase, priority is given to checking whether any components have been damaged due to the emergency landing: confirm that the manual input mechanism 1 is free from deformation and its pull-out function is normal; check whether the traction rope 2 is loose or worn due to the landing impact, and adjust the tension if necessary; check the flywheel body 4 and one-way clutch 5 inside the flywheel energy storage and speed-up mechanism 3 for any jamming or misalignment; confirm that the power synthesis and transmission mechanism 7 and the thruster 8 are free from collision damage, and that the hydraulic starting device 6 is leak-free.

[0036] During the initial charging phase, due to the tight follow-up time after an emergency landing, the hydraulic starting device 6 is directly activated. This assists the flywheel energy storage and speed-up mechanism 3 in quickly driving the flywheel body 4 to its operating speed. Simultaneously, the user operates the manual input mechanism 1 with high intensity, alternately pulling left and right to rapidly replenish kinetic energy via the traction rope 2, shortening the charging time. During this period, the transmission is maintained at its initial low-speed, high-torque gear ratio to ensure sufficient power during startup. Once the flywheel speed stabilizes, the hydraulic starting device 6 is deactivated, the one-way clutch 5 is locked, and the transmission is quickly switched to the appropriate gear ratio according to the requirements of a second takeoff, completing the startup preparation.

[0037] During the flight control phase, the power synthesis and transmission mechanism 7 transfers the flywheel's kinetic energy to the thruster 8, driving the aircraft for a second takeoff. After takeoff, the transmission is adjusted according to the flight plan. If a rapid departure from the landing area is required, a low-speed, high-torque transmission ratio is maintained to increase power; once cruise mode is entered, a high-speed transmission ratio is switched to replenish kinetic energy by pulling the manual input mechanism 1 at a uniform frequency. During flight, the operating status of each component is closely monitored to identify any potential hazards left over from an emergency landing and ensure stable power transmission. During the second landing, the power is shut down according to standard procedures, and the status of each component is thoroughly checked to assess whether it can continue to be used or requires repair.

[0038] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A human-powered-flywheel hybrid power aircraft drive system, characterized in that, include: The human input mechanism (1) is used to receive the user's pulling force; The flywheel energy storage speed-up mechanism (3) has its input end connected to the human input mechanism (1). The flywheel energy storage speed-up mechanism includes a flywheel body (4) and a one-way clutch (5) for transmitting the rotational kinetic energy of the flywheel in one direction. The power synthesis and transmission mechanism (7) has its input end connected to the output end of the flywheel energy storage and speed-up mechanism (3) and is used to combine and transmit the power of the flywheel. The thruster (8) is connected to the output end of the power synthesis and transmission mechanism (7).

2. The system as described in claim 1, characterized in that, The manual input mechanism (1) is a left-right alternating pull mechanism, whose movement simulates the movement of a pull rope, so as to save effort by utilizing the user's pull speed.

3. The system as described in claim 1 or 2, characterized in that, The flywheel body (4) is made of carbon fiber composite material to achieve high speed and lightweight.

4. The system as described in claim 1, characterized in that, The power synthesis and transmission mechanism (7) is a differential gearbox, which is used to synthesize the power of the rotating flywheel into a rotational output.

5. The system as described in claim 1, characterized in that, The flywheel energy storage speed-up mechanism (3) and the human input mechanism (1) are powered by a traction rope (2) made of ultra-high molecular weight polyethylene fiber.

6. The system as described in claim 1, characterized in that, It also includes a hydraulic starting device (6) to assist the flywheel energy storage speed-up mechanism (3) in quickly reaching the working speed in the initial stage or when rapid charging is required.

7. An aircraft, characterized in that, It includes a human-powered flywheel hybrid vehicle drive system as described in any one of claims 1 to 6.

8. The aircraft as claimed in claim 7, characterized in that, The aircraft is a fixed-wing glider with a high monoplane configuration and a propeller.

9. The aircraft as claimed in claim 8, characterized in that, The aircraft has a wing aspect ratio greater than 20, and the entire structure is mainly made of carbon fiber composite materials, with a total weight (including the pilot) controlled below 110 kg.

10. The aircraft as claimed in claim 7, characterized in that, On the transmission path between the human input mechanism (1) and the flywheel energy storage speed-increasing mechanism (3), and on the transmission path between the flywheel energy storage speed-increasing mechanism (3) and the power synthesis and transmission mechanism (7), there are adjustable transmission ratio speed change devices to adapt to the power and speed requirements of different flight stages.

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