Boosting system assembly of flexible gliding aircraft

Abstract

A boosting system assembly of a flexible gliding aircraft comprises a pedal mechanism, 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 utility model belongs to the field of air transportation and sports fitness, and particularly relates to a boosting system assembly of a human-powered boost glider. BACKGROUND

[0002] Man-carrying glider flight is an air sports project, and the glider sport is a sport closely related to geography and climate, which is simply the movement of wind, and in fact, the flight is closely related to factors such as geographical position, topography, sunshine temperature difference, air humidity and surface reflectivity, and the flight environment brought by different latitudes and altitudes is different.

[0003] At present, the glider sports on the market can be divided into two categories of 'unpowered glider' and 'powered glider' according to the power type. The unpowered glider relies on the horizontal movement of wind and the vertical movement of airflow formed by the sun shining on the earth, and in this process, clouds are generated (clouds are the tangible result of water circulation on the earth), and the unpowered glider can fly like birds with the help of this natural resultant force. The powered glider is developed from the unpowered glider and has a power device. The power is generally a fuel engine or an electric motor, which drives the propeller to rotate to generate corresponding thrust or drag, and the lift of the glider wing makes 'take-off and landing on the flat ground' no longer a problem, realizing the purpose of flying higher, farther and longer. However, the unpowered glider has no power device and can only rely on airflow to glide, and if there is no airflow, it can only land; the powered glider is different, and even if there is no airflow, it can rely on the power device to realize climbing and gliding.

[0004] Therefore, in the process of gliding flight, if there is power support, better flight experience can be achieved. However, a set of glider power device currently has the problems of large weight (about 18KG), high manufacturing cost (about 20,000 yuan), need for fuel or electric power supply, leading to inconvenience in carrying, high physical requirement for pilots during take-off and landing (need to run while carrying weight), limited energy carrying leading to short air time, etc. SUMMARY

[0005] The utility model aims at solving the existing product blank and the corresponding technical problem, and provides a boosting system assembly of a flexible glider, which does not need a power system, only relies on the physical ability of the pilot (mainly the pedaling action), realizes the functions of energy direction conversion, speed increase and flight attitude optimization through a complete transmission system. The utility model has the characteristics of few parts, easy processing, low manufacturing cost, simple assembly and maintenance-free.

[0006] The utility model discloses a technical scheme: including foot rest mechanism, intermediate transmission mechanism, propeller mechanism, the foot rest mechanism includes crank, toothed disc, footrest, and the crank includes the middle shaft in the middle part, is connected in the crank arm of both ends of middle shaft, and the footrest is installed in the free end of crank arm, and the crank arm of one end of middle shaft is connected with toothed disc through toothed disc bolt fixed connection, and the periphery of toothed disc has a circle of flanging that extends along the axial direction, and is equipped with a ring gear on the flanging, the intermediate transmission mechanism includes transmission shaft, and the transmission shaft includes spline shaft, transmission shaft front section, cross universal joint, transmission shaft rear section, and the spline shaft is equipped with the gear that is engaged with the ring gear of toothed disc on the front end, and the spline transmission is driven to the front end of transmission shaft front section with the rear end spline of spline shaft, and the rear end of transmission shaft front section is connected with the front end of transmission shaft rear section through cross universal joint, and the rear end of transmission shaft rear section is rigid connection with propeller mechanism main shaft, the spline shaft is installed in the three -way seat through spline shaft front bearing and spline shaft rear bearing two bearings, and the three -way seat front end is connected with middle shaft through two bearings of crank left bearing and crank right bearing, the intermediate transmission mechanism still includes outer tube subassembly, and the outer tube subassembly includes three -section pipe fittings that can realize coaxial arrangement of being sleeved in spline shaft, transmission shaft front section, transmission shaft rear section, and three -section pipe fittings are the adjusting pipe of rigid connection with three -way seat rear end, outer main beam front section, outer main beam rear section, and the outer main beam front section is hinged with outer main beam rear section through hinge seat, and hinge seat corresponds with cross universal joint.

[0007] the adjusting pipe and outer main beam front section form the sleeve structure that can axially slide, the hinge seat includes hinge seat front section, hinge seat rear section, and outer main beam front section is rigidly connected with hinge seat front section, and outer main beam rear section is rigidly connected with hinge seat rear section, and the hollow hinge of hinge seat front section and hinge seat rear section is connected through hinge adjusting bolt, the cross universal joint includes universal joint front fork, universal joint cross shaft and universal joint rear fork, and the rear end of transmission shaft front section is rigidly connected with universal joint front fork, and universal joint rear fork is rigidly connected with the front end of transmission shaft rear section, and the rear end of transmission shaft rear section is rigidly connected with propeller mechanism main shaft, universal joint front bearing outer ring is connected with hinge seat front section inner hole, universal joint front bearing inner ring is connected with universal joint front fork, and universal joint front bearing inner ring contacts the rear end surface of transmission shaft front section and realizes the axial positioning of universal joint front fork, universal joint rear bearing outer ring is connected with hinge seat rear section inner hole, universal joint rear bearing inner ring is connected with the axle portion of universal joint rear fork, and universal joint rear bearing inner ring contacts the front end surface of transmission shaft rear section and realizes the axial positioning of universal joint rear fork.

[0008] the sleeve structure is locked and positioned through adjusting hoop rear, adjusting hoop front, the transmission shaft front section is driven to connect with the outer spline of spline shaft through inner spline mechanism,

[0009] the hinge seat front section includes the hollow seat body, two opposite ear plate one, ear plate two that are connected to the end of seat body, and there are connecting holes on ear plate one, ear plate two, and there is a concentric step on the inner side of ear plate one corresponding connecting hole orifice, and there is a saddle seam threaded hole on the concentric step, and the connecting hole wall of ear plate two is arranged with a circle of positioning semicircular groove,

[0010] The rear section of the hinge seat comprises a hollow seat body, two opposite ear plates three and four connected to the end of the seat body, the ear plate three is the same structure as the ear plate one, and the ear plate four is the same structure as the ear plate two;

[0011] When the concentric step on the ear plate one of the front section of the hinge seat is sleeved in the connecting hole of the ear plate four of the rear section of the hinge seat, and the connecting hole on the ear plate two of the front section of the hinge seat is sleeved outside the concentric step of the ear plate three of the rear section of the hinge seat, the front section of the hinge seat and the rear section of the hinge seat are concentrically rotated;

[0012] The riding seam threaded hole on the ear plate one of the front section of the hinge seat is aligned with the positioning semicircular groove on the ear plate four of the rear section of the hinge seat, the riding seam threaded hole and the positioning semicircular groove form a complete circular hole, the hinge adjusting bolt is screwed into the circular hole and tightened to complete the fixation of the ear plate one and the ear plate four; similarly, the fixation of the ear plate two and the ear plate three is completed.

[0013] The front end of the three-way seat has assembly holes matched with the outer rings of two bearings, and the front end of the three-way seat is connected with the middle shaft through the two bearings of the left crank bearing and the right crank bearing assembled in the assembly holes.

[0014] The boost system assembly further comprises a seat, the bottom of the seat is provided with a seat mounting hole, the seat mounting hole is hingedly connected with a seat inclination rotating shaft, the seat inclination rotating shaft is fixedly connected with the seat through a rotating shaft U-shaped hinge, the seat is hingedly connected with a seat inclination adjusting rod, the seat inclination adjusting rod is hingedly connected with an adjusting rod swinging clamp through an adjusting rod Y-shaped hinge, and the adjusting rod swinging clamp and the seat fixed clamp are mounted on the rear section of the outer main beam.

[0015] The gear is radially provided with a gear top wire, the sharp part of the gear top wire faces the spline shaft, and the axial positioning of the gear on the spline shaft is realized by locking the gear top wire.

[0016] The gear disc comprises a double disc structure composed of a large gear disc and a small gear disc arranged concentrically with the large gear disc; the crank arm is provided with a mounting disc, the mounting disc is provided with a mounting hole one matched with a gear disc bolt, and the gear disc is provided with a mounting hole two corresponding to the mounting hole one.

[0017] The rear section of the transmission shaft is made of a carbon fiber pipe, the shaft outer diameter of the rear end of the rear fork of the universal joint is transitionally matched with the inner diameter of the rear section of the transmission shaft, and is fixedly connected through epoxy resin glue; the front section of the transmission shaft is made of an aluminum alloy pipe, the inner wall is in the form of a spline hole, the shaft outer diameter of the front end of the front fork of the universal joint is transitionally matched with the inner diameter of the front section of the transmission shaft, and is fixedly connected through epoxy resin glue.

[0018] The utility model discloses in order to integral lightweight, the transmission shaft of transmission part adopts hollow structure, and the rear section of transmission shaft is made of carbon fiber pipe, and the spline shaft is aluminum alloy outer spline pipe, the front section of transmission shaft is aluminum alloy inner spline pipe, and the front fork of universal joint and the rear fork of universal joint are all made of aluminum alloy hollow pipe. In order to further lighten integral weight, left footboard, crank, right footboard, toothed disc, gear, tee seat are all made of aluminum alloy, and adjusting pipe, outer main beam rear section are made of carbon fiber pipe, and all connecting bolts are made of titanium alloy. The intermediate transmission mechanism of the utility model has high transmission efficiency, and the integral weight is light, and the friction resistance is small.

[0019] The utility model provides a kind of flight boost device that can be driven by manpower, can be flown by paraglider, adopts the way of foot pedal or hand shaking, converts human power into the rotary kinetic energy of tail propeller, converts into thrust by the rotation of propeller, realizes boost force in flight process, so that flight distance is farther, speed is faster, and hang time is longer. BRIEF DESCRIPTION OF DRAWINGS

[0020] The above and / or additional aspects and advantages of the utility model will become apparent and more readily appreciated from the following description of the embodiments, with reference to the following drawings, in which:

[0021] Figure 1 It is a kind of paraglider that is boosted by manpower;

[0022] Figure 2 It is a kind of paraglider three view that is boosted by manpower;

[0023] Figure 3 It is the complete body diagram of seat bag and boost system assembly;

[0024] Figure 4 It is the schematic diagram of seat bag and boost system connection state;

[0025] Figure 5 It is the complete body diagram of foot pedal mechanism 3100 assembly;

[0026] Figure 6 It is the explosion diagram of foot pedal mechanism 3100;

[0027] Figure 7 It is the complete body diagram of seat and intermediate transmission mechanism 3200 assembly;

[0028] Figure 8 It is the explosion diagram of seat and intermediate transmission mechanism 3200;

[0029] Figure 9 It is the installation schematic diagram of automatic pitch adjusting propeller mechanism 3300;

[0030] Figure 10A sectional view of the foot pedal mechanism 3100 (zero backlash gear and rack drive engagement position);

[0031] Figure 11 This is a schematic diagram showing the position and adjustment range of the adjustable mechanism;

[0032] Figure 12 A partial sectional view of the foot pedal mechanism 3100 (axial positioning relationship between 8T gear 3103, gear set screw 3104 and splined shaft 3107).

[0033] Figure 13 A schematic diagram showing the assembly relationship of the internal moving parts of the foot pedal mechanism 3100;

[0034] Figure 14 Exploded view of the hinge connection method;

[0035] Figure 15 This is a schematic diagram of the connection method of the hinge seat;

[0036] Figure 16 An exploded view of an automatically pitch-adjustable propeller mechanism;

[0037] Figure 17 This is an exploded view of the "paddle clamp" assembly in this utility model;

[0038] Figure 18 A schematic diagram showing the detailed features of the "screw" part;

[0039] Figure 19 This is a schematic diagram showing the detailed features of the "lower shim" part;

[0040] Figure 20 for Figure 19 A three-dimensional image;

[0041] Figure 21 A schematic diagram showing the detailed features of a "polygonal nut" part;

[0042] Figure 22 This is a schematic diagram of the blade chuck structure;

[0043] Figure 23 One of the cross-sectional views of an auto-pitch propeller mechanism;

[0044] Figure 24 This is the second cross-sectional view of an automatically pitch-adjustable propeller mechanism;

[0045] Figure 25 One of the schematic diagrams showing the propeller pitch adjusted to its limit;

[0046] Reference numerals: Parachute assembly 10000; Seat bag assembly 20000; Boost system assembly 30000;

[0047] Rope 1001; flight control handle 1002; umbrella wing main hook 1003;

[0048] Shoulder strap 2001; waist strap 2002; hip strap 2003; leg strap 2004; hip cushion 2005; shoulder cushion 2006; back cushion 2007;

[0049] Foot pedal mechanism 3100, seat and intermediate transmission mechanism 3200, automatically adjustable pitch propeller mechanism 3300;

[0050] 64T gear disc 3101; 40T gear disc 3102; 8T gear 3103; gear top wire 3104; tee seat 3105; spline shaft front bearing 3106; spline shaft 3107; spline shaft rear bearing 3108; adjusting tube 3109; left foot pedal 3110; crank 3111; crank left bearing 3112; gear disc bolt 3113 (4); right foot pedal 3114; crank right bearing 3115;

[0051] Seat 3201; seat inclination adjustment rod 3202; propeller mounting bearing seat 3203; adjustment rod swing clamp 3204; outer main beam rear section 3205; seat fixing clamp 3206; hinge seat rear section 3207; hinge seat front section 3208; outer main beam front section 3209; adjustment clamp rear 3210; adjustment clamp front 3211; seat inclination rotation shaft 3212; seat mounting hole 3213; rotation shaft U-shaped hinge 3214; adjustment rod Y-shaped hinge 3215; transmission shaft rear section 3216; transmission shaft front section 3217; universal joint front bearing 3218; universal joint front fork 3219; universal joint cross shaft 3220; universal joint rear fork 3221; universal joint rear bearing 3222; hinge adjustment bolt 3223; sewing screw thread hole 3224; concentric step 3225; positioning semicircular groove 3226;

[0052] Center shaft 100; center shaft bolt 200; conical roller bearing 300; lower propeller hub seat 400; lower propeller hub seat upper semicircular groove 401; lower gasket 500; lower gasket upper planar boss 501; lower gasket lower planar boss 502; propeller blade 600; propeller blade fixed end 601; adjustment screw 700; adjustment screw end face slot 701; polygonal nut 800; rectangular slot 801; small boss 802; polygonal nut internal thread 803; upper gasket 900; upper propeller hub seat 1000; ultra-thin bearing 1100; propeller hub seat bolt 1200; locking nut 1300; coil spring 1400; propeller hub gland 1500; distance piece 1600; cover plate bolt 1700; fairing 1800; propeller clamp sliding bearing 1900; propeller clamp thrust combined bearing 2000; propeller blade chuck 2100; eccentric column-shaped boss 2101; propeller blade chuck upper slot 2102; slider sleeve 2200; propeller clamp large bolt 2300; propeller clamp small bolt 2400. DETAILED DESCRIPTION

[0053] Figures 1-15 In the utility model, the glide vehicle driven by human power adopts a central control crank with a length of 170MM, a pedal circumference diameter of 340MM and a circumference of 1067.6MM. The utility model is designed with a switchable transmission ratio double gear set mechanism, the driving gear disc is 40 teeth and 64 teeth respectively, and the driven gear is 8 teeth, so that two speed increasing transmission states of 1:5 and 1:8 can be obtained.

[0054] The propeller mechanism is an automatic pitch adjusting propeller mechanism 3300, which can automatically adjust the pitch of the propeller at different rotating speeds, so as to meet the maximum efficiency work of the propeller.

[0055] The above data is calculated as follows:

[0056] When the pedal frequency is 90 revolutions per minute and the transmission ratio is 1:8, the propeller rotating speed can be obtained: 90*8=720 revolutions per minute, which has exceeded the maximum value of 400 revolutions per minute of the propeller of a civil helicopter, meeting the rotating speed requirement;

[0057] When the propelling device is driven by the pedal mode, the pedal force is 300N, the system transmission efficiency is 95%, the propeller efficiency is 90%, and the actual propeller thrust is: 300*95%*90%=256.5N, which has realized the propelling effect in the flight process. If it is a professional athlete, the thrust can reach 684N (about 68.4KG), which has exceeded the lower limit of the thrust of the powered parachute "40-80KG", meeting the thrust requirement of continuous flight. (The maximum thrust of the utility model cannot meet the requirement of take-off, so the propelling effect can be exerted only after the conventional glider take-off mode is adopted and the stable flight stage in the air is entered. At the same time, since the utility model is driven by human power, the user's physical ability decreases with time, and the long-time high-speed pedaling cannot be met, so the utility model is only used as a propelling device in the flight process.)

[0058] The force of an adult pedaling a bicycle is 300N, and the crank length is 170mm. (The torque calculation formula is: torque=force*force arm) The torque of the utility model is the force of the pedaling crank*the crank length, and the calculation shows that the torque at the middle shaft between the two cranks is 51N*m. If it is a professional athlete, the torque at this position can reach 136N*m. The torque of the pedaling crank multiplied by the transmission efficiency of the mechanical transmission mechanism is equal to the torque of the rear section of the transmission shaft. In the utility model, the torque of the rear section of the transmission shaft is the torque of the pedaling crank*the transmission efficiency of the mechanical transmission mechanism. The pedaling crank torque is 136N*m, the transmission efficiency is 95%, and the maximum torque of the rear section of the transmission shaft is 129.2N*m.

[0059] The human-powered glider includes three parts of a "parawing assembly 10000, a seat bag assembly 20000, and a boost system assembly 30000", wherein the parawing assembly 10000 and the seat bag assembly 20000 can be selected according to the height and weight of the pilot and the weight of the boost system, the seat bag assembly 20000 needs to be fixed with the seat 3201 of the boost system assembly 30000 in advance, and the operation method is as follows: the seat 3201 is taken off from the boost system assembly 30000, the finished seat bag assembly 20000 is sleeved outside the seat, and then the seat 3201 is re-installed on the boost system assembly 30000, so as to form the effect that the seat bag assembly 20000 covers the seat 3201.

[0060] The boost system assembly is composed of a "foot pedal mechanism 3100, a seat and intermediate transmission mechanism 3200, and an automatically adjustable pitch propeller mechanism 3300".

[0061] The foot pedal mechanism 3100 adopts a crank 3111, foot pedals 3110 and 3114, etc., the power output of the utility model is the propeller blade 600, and the rotation direction is perpendicular to the rotation direction of the foot pedal crank 3111, the peripheral ring gear of the gear disc can be engaged with the 8T gear 3103 installed at the center of the three-way seat 3105, Figure 10 when the foot pedal crank 3111 rotates, the rotation is transmitted to the 40T gear disc (i.e., the small gear disc) 3102 or the 64T gear disc (i.e., the large gear disc) 3101 through four gear disc bolts 3113, when any gear disc is engaged with the 8T gear 3103, the 8T gear 3103 will rotate, at this time, the direction of the rotation shaft has been rotated by 90 degrees. The 8T gear 3103 is synchronously rotated with the spline shaft 3107 through spline cooperation, the 8T gear 3103 is radially installed with a gear top wire 3104, the sharp part of the gear top wire 3104 faces the spline shaft 3107, and the axial positioning of the 8T gear 3103 on the spline shaft 3107 can be realized by locking the gear top wire 3104.

[0062] The spline shaft 3107 is connected with the three-way seat 3105 through the spline shaft front bearing 3106 and the spline shaft rear bearing 3108, and can rotate by 360 degrees in the three-way seat 3105. The crank 3111 is threadedly connected with the left foot pedal 3110 and the right foot pedal 3114, the built-in bearing of the foot pedal can rotate by 360 degrees. The crank 3111 is connected with the three-way seat 3105 through the crank left bearing 3112 and the crank right bearing 3115, can rotate by 360 degrees, and the rotation shaft of the crank 3111 is perpendicular to the spline shaft 3107.

[0063] The intermediate transmission mechanism 3200 comprises four transmission forms of crank transmission, gear transmission, cross universal joint transmission and spline transmission. The utility model adopts coaxial transmission system external parts and transmission shaft from the spline shaft 3107, hollow structure of transmission system, and the transmission shaft is composed of the spline shaft 3107, the transmission shaft front section 3217, the transmission shaft rear section 3216 and the cross universal joint. The transmission shaft front section 3217 is connected with the spline shaft 3107, and the connection end of the transmission shaft front section 3217 and the spline shaft 3107 is the internal spline, which realizes power transmission and has the ability of axial sliding. The other end of the transmission shaft front section 3217 is connected with the universal joint front fork 3219 in steel, and then connected with the universal joint cross shaft 3220 and the universal joint rear fork 3221, forming the cross universal joint. The outside of the above transmission parts is coaxial with the adjusting pipe 3109, the outer main beam front section 3209, the hinge seat rear section 3207, the hinge seat front section 3208 and other parts. The adjusting pipe 3109 is connected with the three-way seat 3105 in steel, and the adjusting pipe 3109 and the outer main beam front section 3209 are sleeve structure, which can realize axial sliding and be locked and positioned by the adjusting hoop rear 3210 and the adjusting hoop front 3211. The outer main beam front section 3209 and the outer main beam rear section 3205 are connected with the hinge seat front section 3208 and the hinge seat rear section 3207 in steel. The hinge seat front section 3208 and the hinge seat rear section 3207 are hollow hinge structure, which is connected with the universal joint front bearing 3218 and the universal joint rear bearing 3222, realizing the steel exoskeleton with external extension and swing and the transmission system with internal 360-degree rotation.

[0064] The universal joint rear fork 3221 is connected with the transmission shaft rear section 3216 in steel, and the transmission shaft rear section 3216 is connected with the main shaft of the automatic pitch adjusting propeller mechanism 3300 in steel, and the transmission assembly connection is completed. The outside of the transmission shaft rear section 3216 is coaxial with the outer main beam front section 3209, which is connected through the propeller mounting bearing seat 3203 and can satisfy 360-degree rotation. When the pilot steps on any foot pedal 3110 or 3114, the power will be transmitted along the crank 3111, the toothed disc 3101 or 3102, the 8T gear 3103, the spline shaft 3107, the transmission shaft front section 3217, the universal joint front fork 3219, the universal joint cross shaft 3220, the universal joint rear fork 3221, the transmission shaft rear section 3216 and the automatic pitch adjusting propeller mechanism 3300, realizing the rotation of the propeller.

[0065] The seat 3201 is provided with a seat mounting hole 3213, and the seat mounting hole 3213 is hingedly connected with a seat tilting rotating shaft 3212. The seat tilting rotating shaft 3212 is rigidly connected with a seat fixing clamp 3206 through a rotating shaft U-shaped hinge 3214. The seat 3201 is hingedly connected with a seat tilting adjusting rod 3202, and the seat tilting adjusting rod 3202 is hingedly connected with an adjusting rod swinging clamp 3204 through an adjusting rod Y-shaped hinge 3215. The adjusting rod swinging clamp 3204 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 clamp locking function, so that the seat 3201 can move forward and backward on the rear section 3205 of the outer main beam and be fixed, and the seat 3201 can be adjusted in the backrest angle during the distance adjustment between the adjusting rod swinging clamp 3204 and the seat fixing clamp 3206.

[0066] The utility model discloses in order to adapt to the pilot use of different height, weight and physical difference, and designs many adjustable mechanism, is " transmission ratio adjusting mechanism A, footboard and seat distance adjusting mechanism B, footboard elevation angle adjusting mechanism C, seat position and backrest inclination angle adjusting mechanism D, propeller pitch automatic adjusting mechanism E" respectively.

[0067] Transmission ratio adjusting mechanism A is installed with gear top wire 3104 on 8T gear 3103, can realize 8T gear 3103 on the axial displacement and adjustment of spline shaft 3107. This adjustment action can make 8T gear 3103 respectively with 64T toothed disc 3101 and 40T toothed disc 3102 meshing, realize between 1: 5 and 1: 8 two kinds of transmission ratio switching. Transmission ratio adjusting mechanism is designed to meet the different strength pilots, and the pilot of small strength adopts 1: 5 smaller transmission ratio to pedal, at this time, the footboard 1 circle propeller turns 5 circles, and the method of increasing the pedal frequency is used to meet the boost flight, and the pilot of large strength (including professional athletes) can adopt 1: 8 larger transmission ratio, at this time, the footboard 1 circle propeller turns 8 circles, so that higher propeller rotating speed can be obtained, and greater thrust can be generated, and more sustained flight speed and lift can be realized.

[0068] The pedal and seat distance adjusting mechanism B has an adjusting tube 3109 at the output end of the pedal mechanism 3100. The outer diameter of the adjusting tube 3109 is consistent with 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 adjusting clamps before 3211 and after 3210 are loosened, the adjusting 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 the appropriate distance, the adjusting tube 3109 and the front section 3209 of the outer main beam are effectively fixed by locking the adjusting clamps before 3211 and after 3210 on the front section 3209 of the outer main beam. This design not only meets the comfort of different leg lengths of pilots when pedaling, but also effectively reduces the overall size of the utility model, facilitating transportation and storage.

[0069] The pedal angle adjusting mechanism C is designed with two hollow connecting parts, the hinge seat rear part 3207 and the hinge seat front part 3208, which can rotate relative to each other, between the outer main beam front part 3209 and the outer main beam rear part 3205, forming a hinge connection state. At the same time, the transmission shaft inside the hollow hinge is connected through a universal joint front fork 3219, a universal joint cross shaft 3220, and a universal joint rear fork 3221, which are three parts of a cross universal joint, to realize power transmission, and can effectively transmit power within an angle a = ± 25 degrees of the transmission shaft axis. Through the structure of the outer hinge inner universal joint, the pedal mechanism 3100 can be adjusted within a certain range to meet the needs of pilots with different leg lengths and sitting habits. This angle is limited by the transmission characteristics of the cross universal joint. After adjusting the angle, it needs to be fixed. The connection between the hinge seat rear part 3207 and the hinge seat front part 3208 is achieved through four hinge adjusting bolts 3223, as well as the riding thread hole 3224, the concentric step 3225, and the positioning semicircular groove 3226. To assemble the two hinge seats, first insert the concentric step of the two hinge seats into the large hole of the inner circle of the positioning semicircular groove of the other hinge seat to achieve the concentricity of the hinge rotation shaft of the two hinge seats. According to the needs, rotate the two hinge seats to the angle required by the user to complete the angle adjustment. The method of fixing the angle of the hinge seat is to rotate the hinge seat to align the riding thread hole 3224 on any hinge seat with one of the semicircular grooves 3226 of the other hinge seat, and form a complete circular hole. At this time, the hinge adjusting bolt 3223 is screwed into the riding thread hole and tightened, and the hinge seat is fixed. The two hinge seats are designed with four riding thread holes. Because the positioning semicircular groove is an even number, when one hinge adjusting bolt 3223 is successfully screwed into the riding thread hole, the other three can be successfully screwed in. The hinge adjusting bolt 3223 adopts a conventional outer hexagonal bolt. The cap of the bolt is thicker than the threaded rod, so when the four adjusting bolts are all screwed into the tightest position, the concentric step 3225 and the positioning semicircular groove 3226 on the two hinge seats are pressed tightly together, thereby realizing the assembly and effective fixation of the hinge seat.

[0070] The seat position and backrest inclination angle adjusting mechanism D, the seat 3201 is connected through the seat fixing clamp 3206, the adjusting rod swing clamp 3204 and other connecting pieces outside the rear section 3205 of the main beam, since the clamp form is adopted, when the clamp is relaxed, the clamp can slide in the axial direction on the outer diameter of the main beam, the locking clamp is fixed in the position on the main beam, this design can realize the forward and backward position adjustment of the seat 3201 on the rear section 3205 of the main beam. At the same time, the seat 3201 lower part and the seat fixing clamp 3206 are designed with a seat inclination rotating shaft 3212, a seat mounting hole 3213 and a rotating shaft U-shaped hinge 3214 three hinge mechanisms, so that the seat 3201 can rotate along the seat inclination rotating shaft 3212, the rotating angle control is completed by the seat inclination adjusting rod 3202, the seat inclination adjusting rod 3202 contacts with the backrest of the seat 3201, so that the seat 3201 back, the seat inclination adjusting rod 3202 and the rear section 3205 of the main beam form a triangular mechanism, and the structure is stable. This design can meet the pilots of different height, leg length, sitting posture and flight posture, and find the best position suitable for themselves.

[0071] The propeller mechanism is a propeller pitch automatic adjusting mechanism E, and the automatic pitch adjusting propeller mechanism 3300 disclosed in the specification of Chinese Patent (Publication No. CN115071957B) “Automatic pitch adjusting propeller adjusting assembly and assembly method” is adopted. Figures 16-25In the specific embodiment, the automatic pitch adjusting propeller mechanism 3300 comprises a hub seat, a central shaft (i.e. propeller mechanism main shaft) 100 rotatably connected to the middle part of the hub seat, a transmission shaft rear section 3216 with an output end as a shaft, and an input end of the propeller mechanism main shaft as a hole, the output end of the transmission shaft rear section 3216 and the input end of the propeller mechanism main shaft are rigidly connected by interference fit. The hub seat is provided with two or more than two evenly distributed mounting holes on the side surface, and the hub seat is provided with an angle adjusting assembly, and the blade assembly is rotatably mounted in the mounting hole through the angle adjusting assembly, and the axis of the mounting hole and the axis of the central shaft are perpendicular and intersect. The blade assembly comprises a blade 600 and a blade chuck 2100, the blade 600 is mounted on the outside of the blade chuck 2100, the blade chuck 2100 is a rotary body, and the eccentric cylindrical boss 2101 is eccentrically arranged on the end face of the inside of the blade chuck 2100; the angle adjusting assembly comprises a nut connected with the middle part of the central shaft 100 by external thread, the nut is provided with two or more than two adjusting grooves 801 corresponding to each blade assembly on the periphery; the eccentric cylindrical boss 2101 of each blade chuck 2100 is inserted into each adjusting groove 801; the nut is a polygonal nut 800; the eccentric cylindrical boss 2101 of each blade chuck 2100 is inserted into each adjusting groove 801 through a sliding block sleeve 2200; the sliding block sleeve 2200 and the adjusting groove 801 are clearance fit; the periphery of the nut is also provided with a small boss 802 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, and the number of small bosses 802 corresponds to the adjusting grooves 801 one by one. A flexible connecting piece is arranged between the central shaft 100 and the hub seat. The flexible connecting piece comprises a coil spring 1400, and the coil spring 1400 is accommodated in a hub gland 1500; the hub gland 1500 is mounted on the hub seat.The pitch adjustment method is as follows: rotating the central shaft 100, the positioning of the central shaft waist slot 101 and the lower gasket lower plane boss 502 in the rotation direction will drive the lower gasket 500 to rotate synchronously; similarly, the positioning of the lower gasket upper plane boss 501 and the adjusting screw end face slot 701 in the rotation direction will drive the adjusting screw 700 to rotate synchronously; since the adjusting screw 700 cooperates with the polygon nut inner thread 803 of the polygon nut 800, when the adjusting screw 700 rotates, the polygon nut 800 will move up and down along the axis of the spiral line; since the slider sleeve 2200 and the eccentric column boss 2101 on the blade chuck are constrained in the up-and-down direction, the eccentric column boss 2101 on the blade chuck will obtain a force moving in the same direction when the polygon nut 800 moves; the eccentric column boss 2101 on the blade chuck will rotate along the horizontal axis when the polygon nut 800 moves, and the slider sleeve 2200 outside the eccentric column boss 2101 on the blade chuck will slide synchronously in the adjusting groove 801 of the polygon nut 800 and always limit the movement stroke of the eccentric column 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 a cover plate bolt, and 1800 is a fairing.

[0072] Pitch locking at any position: the distance piece 1600 is a plate structure, the center of which is a spline hole matched with the spline shaft of the outer diameter of the locking nut 1300, and there are a plurality of positioning holes near the outer circle, which can be used with the cover plate bolt 1700 to connect the hub seat into a whole. As mentioned above, the pitch adjustment is achieved by the angular velocity difference between the central shaft 100 and the hub seat, and when the central shaft 100 and the hub seat are effectively fixed, there is no angular velocity difference between them, i.e. the pitch locking is achieved. The operation method of pitch locking at any position is as follows: sequentially remove the cover plate bolt 1700, the hub gland 1500, and the coil spring 1400 of the present application, fix the lower hub seat, manually rotate the central shaft 100, make the blade chuck 2100 rotate along the horizontal axis, change the pitch of the blade 600, stop the rotation of the central shaft 100 when the target pitch is reached, put the spline hole of the distance piece 1600 on the spline shaft of the locking nut 1300, and make the mounting hole on the outside of the distance piece 1600 match the hole position of the upper hub seat 1000, and use the cover plate bolt 1700 to connect and lock the distance piece 1600 and the hub seat, and the pitch locking is completed. The realization of the pitch locking function has the advantages of less disassembly and assembly parts, simple and efficient operation, and fast switching.

[0073] The pre-tightening force of the coil spring 1400 is specifically set as follows: the maximum torque parameter of the obtained rear section of the transmission shaft is obtained, the elastic deformation torque and the effective number of turns containing the torque value of the coil spring 1400 part are selected, the coil spring is placed in the inner circle of the hub gland 1500, and the outer circle of the coil spring 1400 is positioned and hooked into the positioning groove of the hub gland 1500, after the positioning tongue-shaped hook of the inner circle of the coil spring 1400 is aligned with the positioning groove at the center of the lock nut 1300, the gap between the hub gland 1500 and the upper hub seat 1000 is combined; a graduated torque wrench is used 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, and the hub gland 1500 is rotated by the torque wrench, as the deformation amount of the coil spring increases, the force value on the torque wrench will be displayed, and then the reverse adjustment screw 700 working turns are returned.

[0074] In the initial state, the blades of the propeller are in a large pitch state position, when the torque difference between the power shaft and the hub seat is greater than 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 polygon nut contacts the upper gasket, and then the torque is transmitted to the hub seat, at this time the propeller blades 600 rotate with the hub seat, in the process of compression of the coil spring, the pitch of the blades changes from a large pitch to a small pitch angle; the pitch adjustment torque is set as a target, when the central shaft rotates at high torque, the propeller blades 600 have a small pitch angle; when the machine equipment propelled by the propeller enters a fast moving state, the rotation resistance of the blades 600 decreases, and under the action of the reverse torque of the coil spring 1400, the hub seat and the central shaft 100 tend to be the same, the torque difference between the main shaft and the hub seat

Claims

1. A boost system assembly for a flexible-wing aircraft, characterized by: The pedal mechanism (3100), the intermediate transmission mechanism (3200), and the propeller mechanism are included. The pedal mechanism (3100) includes a crank (3111), a toothed disc, and a pedal. The crank (3111) includes a middle shaft, crank arms connected to both ends of the middle shaft, and a pedal mounted on the free end of the crank arm. The crank arm at one end of the middle shaft is fixedly connected with the toothed disc through a toothed disc bolt (3113). The toothed disc has a ring-shaped gear rack extending along the axial direction on the periphery. The intermediate transmission mechanism (3200) includes a transmission shaft, which includes a spline shaft (3107), a transmission shaft front section (3217), a cross universal joint, and a transmission shaft rear section (3216). The spline shaft (3107) has a gear (3103) mounted at the front end to engage with the ring-shaped gear rack of the toothed disc. The transmission shaft front section (3217) is in spline transmission with the rear end of the spline shaft (3107) at the front end. The transmission shaft front section (3217) is connected with the transmission shaft rear section (3216) at the rear end through the cross universal joint. The rear end of the transmission shaft rear section (3216) is rigidly connected with the main shaft of the propeller mechanism. The spline shaft (3107) is mounted in a three-way seat (3105) through two bearings, i.e., a spline shaft front bearing (3106) and a spline shaft rear bearing (3108). The three-way seat (3105) is connected with the middle shaft at the front end through two bearings, i.e., a crank left bearing (3112) and a crank right bearing (3115). The intermediate transmission mechanism (3200) further includes an outer tube assembly, which includes three tube sections, i.e., an adjusting tube (3109), an outer main beam front section (3209), and an outer main beam rear section (3205), which are coaxially arranged around the spline shaft (3107), the transmission shaft front section (3217), and the transmission shaft rear section (3216). The outer main beam front section (3209) is hingedly connected with the outer main beam rear section (3205) through a hinge seat corresponding to the cross universal joint.

2. The boost system assembly for a flexible-wing aircraft according to claim 1, wherein: The adjusting tube (3109) and the outer main beam front section (3209) form a sleeve structure that can slide axially. The hinge seat includes a hinge seat front section (3208) and a hinge seat rear section (3207). The outer main beam front section (3209) is rigidly connected with the hinge seat front section (3208), and the outer main beam rear section (3205) is rigidly connected with the hinge seat rear section (3207). The hinge seat front section (3208) and the hinge seat rear section (3207) are connected through a hinge adjusting bolt (3223) to form a hollow hinge. The cross universal joint comprises a front fork (3219), a cross shaft (3220) and a rear fork (3221), the rear end of the front section (3217) of the transmission shaft is connected with the front fork (3219) in a rigid manner, the rear fork (3221) is connected with the front end of the rear section (3216) of the transmission shaft in a rigid manner, and the rear end of the rear section (3216) of the transmission shaft is connected with the main shaft of the propeller mechanism in a rigid manner; the outer ring of the front bearing (3218) is connected with the inner hole of the front section (3208) of the hinge seat, the inner ring of the front bearing (3218) is connected with the front fork (3219), and the inner ring of the front bearing (3218) is in contact with the rear end surface of the front section (3217) of the transmission shaft to realize the axial positioning of the front fork (3219); the outer ring of the rear bearing (3222) is connected with the inner hole of the rear section (3207) of the hinge seat, the inner ring of the rear bearing (3222) is connected with the shaft part of the rear fork (3221), and the inner ring of the rear bearing (3222) is in contact with the front end surface of the rear section (3216) of the transmission shaft to realize the axial positioning of the rear fork (3221).

3. The boost system assembly for a flexible-wing aircraft of claim 2, wherein: The sleeve structure is locked and positioned through the rear adjusting clamp (3210) and the front adjusting clamp (3211); the front section (3217) of the transmission shaft is connected with the outer spline of the spline shaft (3107) through the inner spline mechanism. The front section (3208) of the hinge seat comprises a hollow seat body, two oppositely arranged ear plates one and two connected to the end of the seat body, and connecting holes in the ear plates one and two; the inner side of the ear plate one is provided with a concentric step (3225) corresponding to the connecting hole; the concentric step (3225) is provided with a saddle seam threaded hole (3224); and the connecting hole wall of the ear plate two is arranged with a circle of positioning semicircular grooves (3226). The rear section (3207) of the hinge seat comprises a hollow seat body, two oppositely arranged ear plates three and four connected to the end of the seat body, and the ear plate three is the same in structure as the ear plate one, and the ear plate four is the same in structure as the ear plate two. When the concentric step (3225) on the ear plate one of the front section (3208) of the hinge seat is sleeved in the connecting hole of the ear plate four of the rear section (3207) of the hinge seat, and the connecting hole on the ear plate two of the front section (3208) of the hinge seat is sleeved outside the concentric step of the ear plate three 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 are coaxial. The saddle seam threaded hole (3224) on the ear plate one of the front section (3208) of the hinge seat is aligned with one of the positioning semicircular grooves (3226) on the ear plate four of the rear section (3207) of the hinge seat, the saddle seam threaded hole (3224) and the positioning semicircular groove (3226) form a complete circular hole, the hinge adjusting bolt (3223) is screwed into the circular hole and tightened to complete the fixation of the ear plate one and the ear plate four; the fixation of the ear plate two and the ear plate three is completed in the same way.

4. The boost system assembly for a flexible-wing aircraft of claim 1, wherein: The front end of the three-way seat (3105) is provided with an assembly hole matched with the outer rings of two bearings, and the front end of the three-way seat (3105) is connected with the middle shaft through the two bearings, i.e., the left crank bearing (3112) and the right crank bearing (3115) assembled in the assembly hole.

5. The boost system assembly of the flexible-wing aircraft of claim 1, wherein: The booster system assembly further comprises a seat (3201) provided with a seat mounting hole (3213) at the bottom, the seat mounting hole (3213) is hingedly connected with a seat tilting rotation shaft (3212), the seat tilting rotation shaft (3212) is rigidly connected with a seat fixing clamp (3206) through a rotation shaft U-shaped hinge (3214), the seat (3201) is hingedly connected with a seat tilting adjusting rod (3202), the seat tilting adjusting rod (3202) is hingedly connected with an adjusting rod swinging clamp (3204) through an adjusting rod Y-shaped hinge (3215), and the adjusting rod swinging clamp (3204) and the seat fixing clamp (3206) are mounted on the rear section of the outer main beam (3205).

6. The boost system assembly of the flexible-wing aircraft of claim 1, wherein: The gear (3103) is radially provided with a gear top wire (3104), the tip of the gear top wire (3104) is directed towards the spline shaft (3107), and the axial positioning of the gear (3103) on the spline shaft (3107) is realized by locking the gear top wire (3104).

7. The boost system assembly of the flexible-wing aircraft according to claim 1, characterized in that: The gear disc is composed of a large gear disc (3101) and a small gear disc (3102) concentrically arranged on the large gear disc (3101) in a double disc structure; the crank arm is provided with a mounting disc, the mounting disc is provided with a mounting hole one matched with a gear disc bolt (3113), and the gear disc is provided with a mounting hole two corresponding to the mounting hole one.

8. The boost system assembly of the flexible-wing aircraft according to claim 1, characterized in that: The rear section of the transmission shaft (3216) is made of a carbon fiber pipe, the shaft outer diameter of the rear end of the rear fork of the universal joint is transitionally matched with the inner diameter of the rear section of the transmission shaft (3216), and is fixed by epoxy resin adhesive; the front section of the transmission shaft (3217) is made of an aluminum alloy pipe, the inner wall is in the form of a spline hole, the shaft outer diameter of the front end of the front fork of the universal joint is transitionally matched with the inner diameter of the front section of the transmission shaft (3217), and is fixed by epoxy resin adhesive.

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