Undercarriage and aviation aircraft

Abstract

The utility model provides an undercarriage and an aviation aircraft, the undercarriage comprises a U-shaped fixing frame, the bottom end of the U-shaped fixing frame is used for being fixedly connected with the aircraft; two legs of the U-shaped movable frame and two legs of the U-shaped fixed frame are oppositely sleeved together respectively, and the bottom end of the U-shaped movable frame is used for stopping on the ground; the two ends of each damping and buffering set are fixedly connected with the bottom end of the U-shaped fixed frame and the bottom end of the U-shaped movable frame respectively, and the two ends of each damping and buffering set are connected in a damping mode. The damping device can provide better take-off and landing damping for the personal aircraft.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a landing gear and an aircraft. Background Technology

[0002] Because personal aircraft are relatively small and require manned flight, there are high requirements for the size and shock absorption of the landing gear. Although conventional bracket-type landing gear has a relatively simple structure and small size, it lacks shock absorption and cannot provide good shock absorption during landing.

[0003] The information disclosed in this background section is intended only to enhance the understanding of the general background of this utility model and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0004] In view of the problems existing in the prior art, this utility model provides a landing gear and an aircraft.

[0005] The technical solution of the present invention provides a landing gear, comprising: a U-shaped fixed frame, the bottom end of which is fixedly connected to an aircraft; a U-shaped movable frame, the two legs of which are respectively sleeved together with the two legs of the U-shaped fixed frame, the bottom end of which is used to rest on the ground; and a plurality of shock-absorbing buffer groups, the two ends of which are respectively fixedly connected to the bottom end of the U-shaped fixed frame and the bottom end of the U-shaped movable frame, and the two ends of the shock-absorbing buffer groups are dampedly connected.

[0006] Optionally, the shock absorption buffer assembly includes: two fixed bases arranged opposite each other, one of which is fixedly connected to the bottom end of the U-shaped fixed frame, and the other of which is fixedly connected to the bottom end of the U-shaped movable frame; a metal spring, which is pressed between the two fixed bases; and a nitrogen spring, whose two ends are respectively fixed to the two fixed bases.

[0007] Optionally, the landing gear includes two symmetrically arranged shock-absorbing buffer groups.

[0008] Optionally, the diameter of the two legs of the U-shaped movable frame is larger than the diameter of the two legs of the U-shaped fixed frame, and the two legs of the U-shaped movable frame are hollow and can accommodate the two legs of the U-shaped fixed frame.

[0009] The present invention also provides an aircraft, which includes landing gear.

[0010] Optionally, the aircraft includes both front and rear landing gear.

[0011] Optionally, the aircraft frame of the aircraft includes: a cage as the main body of the frame, the cage bearing the weight of the entire aircraft and the flight load, the cage being able to accommodate at least two first turbojet engines, and the cage having an opening at least at the bottom for the jets of the first turbojet engines to pass through.

[0012] Optionally, the chassis of the aircraft includes: a main frame; a thrust array assembly, which is fixed to the main frame, and the thrust of the thrust array assembly is achieved by multiple first turbojet engines. The thrust application point and thrust direction of the thrust array assembly are fixed in relation to the geometric position of the main frame. When the personal aircraft is parked on the ground, the thrust direction of the thrust array assembly is perpendicular to the ground; and multiple vector nozzle assemblies, which are fixed to the main frame. The thrust of the vector nozzle assemblies is achieved by multiple second turbojet engines. The central axis of the second turbojet engines is perpendicular to the central axis of the first turbojet engines. The vector nozzles of the vector nozzle assemblies have at least one degree of freedom relative to the main frame.

[0013] Optionally, the aircraft includes several vector nozzles, each including: a first jet section with a protruding ring at its first end; a second jet section with an annular groove at its first end; a meshing rack and a drive gear, the rack being fixed to the outer surface of one of the first and second jet sections, and the drive gear being fixed to the outer surface of the other of the first and second jet sections via a base; wherein the protruding ring is engaged within the annular groove, and at least one set of balls is provided between several sets of surfaces directly opposite the protruding ring and the annular groove to achieve rolling friction; at least one of the first and second jet sections has a deflection angle between the axis of its air inlet and the axis of its air outlet.

[0014] Optionally, the drive gear obtains driving force through a torque transmission device, which includes: a base; a straight shaft passing through the base and rotatable within the base; a flexible shaft, one end of which is fixedly connected to one end of the straight shaft, and the other end of which can be connected to the output shaft of the power output device; and a drive gear, which is coaxially fixedly connected to the straight shaft. The output torque of the power output device can be transmitted to the straight shaft via the flexible shaft, and then to the drive gear, which provides power to the device to be driven.

[0015] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

[0016] The beneficial effects of this utility model are: This utility model can provide better shock absorption for takeoff and landing of personal aircraft. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a three-dimensional structural diagram of a landing gear provided in an embodiment of the present invention.

[0019] Figure 2 This is a top view schematic diagram of an aircraft skeleton provided in an embodiment of the present invention.

[0020] Figure 3 This is a side view of an aircraft frame provided in an embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram of an explosive three-dimensional mechanism of an aircraft skeleton provided for an embodiment of the present invention.

[0022] Figure 5 This is a side view of an aircraft frame provided for another embodiment of the present invention.

[0023] Figure 6 This is a top view schematic diagram of an aircraft skeleton provided for another embodiment of the present invention.

[0024] Figure 7 This is a three-dimensional schematic diagram of a personal aircraft chassis provided in an embodiment of the present invention.

[0025] Figure 8 This is a top view schematic diagram of a personal aircraft chassis provided in an embodiment of the present invention.

[0026] Figure 9 This is a three-dimensional schematic diagram of a personal aircraft chassis provided for another embodiment of the present invention.

[0027] Figure 10 This is a top view schematic diagram of a personal aircraft chassis provided for another embodiment of the present invention.

[0028] Figure 11 This is a schematic diagram of the torque transmission device disclosed in an embodiment of the present invention.

[0029] Figure 12 This is a schematic diagram of the structure of the torque transmission device according to an embodiment of the present invention when the upper part of the base is removed.

[0030] Figure 13 This is a schematic diagram of a straight shaft structure disclosed in an embodiment of the present invention.

[0031] Figure 14 This is a schematic diagram of the structure of a drive gear disclosed in an embodiment of the present invention.

[0032] Figure 15 This is a schematic diagram of the structure of a vector nozzle disclosed in an embodiment of the present invention.

[0033] Figure 16 This is a cross-sectional structural diagram of a vector nozzle disclosed in an embodiment of the present invention.

[0034] Figure 17 This is a schematic diagram of the structure of a portion of the connecting parts of a vector nozzle disclosed in an embodiment of the present invention.

[0035] Figure 18 This is a cross-sectional structural schematic diagram of another part of the connecting component of the vector nozzle disclosed in an embodiment of the present invention.

[0036] Figure 19 This is a schematic diagram of a 2-DOF vector nozzle disclosed in an embodiment of the present invention. Detailed Implementation

[0037] The advantages of this utility model are further illustrated below with reference to the accompanying drawings and specific embodiments.

[0038] 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 numbers 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.

[0039] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The singular forms “a,” “the,” and “the” as used herein 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 includes any and all possible combinations of one or more of the associated listed items.

[0040] It should be understood that although the terms first, second, third, etc., may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this disclosure, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0041] In the description of this utility model, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0042] In the description of this utility model, unless otherwise specified and limited, it should be noted that the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can refer to mechanical or electrical connections, or internal connections between two components. They can be direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0043] In the following description, the use of suffixes such as "module," "part," or "unit" to denote elements is solely for the purpose of illustrating this invention and has no specific meaning in itself. Therefore, "module" and "part" can be used interchangeably.

[0044] Figure 1 This is a three-dimensional structural diagram of a landing gear provided in an embodiment of the present invention, as shown below. Figure 1 As shown, the technical solution of the present invention provides a landing gear, which includes: a U-shaped fixed frame 501, the bottom end of which is used to be fixedly connected to an aircraft; a U-shaped movable frame 502, the two legs of which are respectively sleeved together with the two legs of the U-shaped fixed frame 501, and the bottom end of which is used to rest on the ground; and a plurality of shock-absorbing buffer groups, the two ends of which are respectively fixedly connected to the bottom ends of the U-shaped fixed frame 501 and the bottom ends of the U-shaped movable frame 502, and the two ends of the shock-absorbing buffer groups are damped together.

[0045] This embodiment can provide better shock absorption for personal aircraft during takeoff and landing.

[0046] Optionally, the shock absorption buffer assembly includes: two fixed bases 503 arranged opposite to each other, one of the two fixed bases 503 being fixedly connected to the bottom end of the U-shaped fixed frame 501, and the other of the two fixed bases 503 being fixedly connected to the bottom end of the U-shaped movable frame 502; a metal spring 504, which is pressed between the two fixed bases 503; and a nitrogen spring 505, whose two ends are respectively fixed on the two fixed bases 503.

[0047] The shock absorption system consists of a metal spring and a nitrogen spring, which are connected to each other by two fixed bases. The metal spring provides cushioning and energy absorption when compressed, while the nitrogen spring eliminates the rapid rebound of the metal spring when extended, further dissipating the energy of the impact of take-off and landing.

[0048] The U-shaped mounting bracket is the fixed part that connects to the personal aircraft. It is assembled from multiple metal or non-metal materials and is U-shaped. The two protruding parts can be inserted into the tubes of the U-shaped movable frame.

[0049] The U-shaped movable frame is the movable part of this landing gear. The diameter of the U-shaped protrusion is slightly larger than that of the U-shaped fixed frame protrusion. This allows the U-shaped movable frame to extend and retract under the restriction of the U-shaped fixed frame.

[0050] Optionally, the landing gear includes two symmetrically arranged shock-absorbing buffer assemblies. The two shock-absorbing buffer assemblies are connected between the U-shaped fixed frame and the U-shaped movable frame by means of welding or other methods.

[0051] Optionally, the diameter of the two legs of the U-shaped movable frame 502 is larger than the diameter of the two legs of the U-shaped fixed frame 501. The two legs of the U-shaped movable frame 502 are hollow and can accommodate the two legs of the U-shaped fixed frame 501. The diameters of the two legs of the U-shaped movable frame 502 and the two legs of the U-shaped fixed frame 501 are slightly different, one is thicker and the other is thinner. This ensures that the two can be inserted into each other and can perform piston-like reciprocating motion.

[0052] The main advantages of the shock-absorbing landing gear in this embodiment are: simple structure, easy maintenance, installation and disassembly; the use of nitrogen springs and metal compression springs in combination to improve shock absorption; and small size, which can be easily installed on the bottom of small personal aircraft.

[0053] The present invention also provides an aircraft, which includes landing gear.

[0054] Optionally, the aircraft includes both front and rear landing gear.

[0055] Optionally, the aircraft frame of the aircraft includes: a cage as the main body of the frame, the cage bearing the weight of the entire aircraft and the flight load, the cage being able to accommodate at least two first turbojet engines, and the cage having an opening at least at the bottom for the jets of the first turbojet engines to pass through.

[0056] Optionally, the chassis of the aircraft includes: a main frame; a thrust array assembly, which is fixed to the main frame, and the thrust of the thrust array assembly is achieved by multiple first turbojet engines. The thrust application point and thrust direction of the thrust array assembly are fixed in relation to the geometric position of the main frame. When the personal aircraft is parked on the ground, the thrust direction of the thrust array assembly is perpendicular to the ground; and multiple vector nozzle assemblies, which are fixed to the main frame. The thrust of the vector nozzle assemblies is achieved by multiple second turbojet engines. The central axis of the second turbojet engines is perpendicular to the central axis of the first turbojet engines. The vector nozzles of the vector nozzle assemblies have at least one degree of freedom relative to the main frame.

[0057] Optionally, the aircraft includes several vector nozzles, each including: a first jet section with a protruding ring at its first end; a second jet section with an annular groove at its first end; a meshing rack and a drive gear, the rack being fixed to the outer surface of one of the first and second jet sections, and the drive gear being fixed to the outer surface of the other of the first and second jet sections via a base; wherein the protruding ring is engaged within the annular groove, and at least one set of balls is provided between several sets of surfaces directly opposite the protruding ring and the annular groove to achieve rolling friction; at least one of the first and second jet sections has a deflection angle between the axis of its air inlet and the axis of its air outlet.

[0058] Optionally, the drive gear obtains driving force through a torque transmission device, which includes: a base; a straight shaft passing through the base and rotatable within the base; a flexible shaft, one end of which is fixedly connected to one end of the straight shaft, and the other end of which can be connected to the output shaft of the power output device; and a drive gear, which is coaxially fixedly connected to the straight shaft. The output torque of the power output device can be transmitted to the straight shaft via the flexible shaft, and then to the drive gear, which provides power to the device to be driven.

[0059] In one embodiment, an aircraft frame is provided for use in an aircraft flying in the atmosphere. The aircraft frame includes: a cage as the main body of the frame, the cage bearing the weight of the entire aircraft and the flight load, the cage being capable of accommodating at least two first turbojet engines, and the cage having an opening at least at the bottom for the jets of the first turbojet engines to pass through.

[0060] It should be noted that a cage can be rectangular, square, cylindrical, or approximately these shapes, or may have some irregularities. However, a cage is generally a whole including a cavity, with spokes and ribs forming the cage walls, separating the external and internal spaces. It is certain that structures such as a main body with branch-like or peninsula-like structures extending outwards under stress are excluded from the category of cages. Similarly, plate-like structures are also excluded.

[0061] By using a cage-like skeletal structure, the power source of the aircraft is gathered and concentrated, thereby achieving the miniaturization of the entire aircraft.

[0062] Optionally, for each first turbojet engine, the cage is provided with at least two first force-bearing points in the height direction for fixed connection with the first turbojet engine.

[0063] Optionally, the height difference between the two first stress points is greater than 10% of the overall height of the cage.

[0064] Optionally, a second force-bearing point is provided on the outside of the cage for fixing a second turbojet engine configured on the outside of the cage.

[0065] It should be noted that the aforementioned first and second stress points can, in one case, be physical appearance-approaching points such as specific welding points, or in another case, be a connecting block that, from a mechanical analysis perspective, simplifies the entire first turbojet engine or aircraft frame to a single point.

[0066] Optionally, the positions of the first and second force-bearing points are configured such that the fuselage axis of the first turbojet engine and the fuselage axis of the second turbojet engine are perpendicular. In one scenario, the first turbojet engine provides vertical lift to the aircraft, while the second turbojet engine provides horizontal thrust. The array of originally vertically oriented turbojet engines can generate horizontal thrust by changing the aircraft's attitude, thus moving away from verticality. In contrast, the efficiency and energy efficiency of the second turbojet engine in providing horizontal thrust are significantly improved.

[0067] Optionally, a third force-bearing point is provided on the outside of the cage for fixing and connecting the vector nozzle configured at the tail of the second turbojet engine, and the vector nozzle is connected to the second turbojet engine.

[0068] Optionally, the cage includes two chambers in the front-rear direction, each chamber having an opening at the bottom, and each chamber being capable of accommodating at least two first turbojet engines.

[0069] Optionally, each chamber is provided with a fixed beam that divides the chamber, and the fixed beam is provided with a fourth force point that can be fixedly connected to the first turbojet engine.

[0070] Optionally, a fuel distribution box fixing strip is provided at the middle position in the front-to-back direction of the cage. The fuel distribution box located in the middle can reduce the length of the fuel distribution path.

[0071] Optionally, the cage includes a detachable upper frame and a lower frame. It should be noted that routine maintenance and upkeep of personal aircraft require the disassembly and reassembly of the engine, electronic equipment, and mechanical components. Therefore, the ease of disassembly and reassembly of the frame directly determines the cost and time of aircraft maintenance. The upper and lower frames allow for easy full opening of the cage, facilitating the disassembly and reassembly of internal equipment.

[0072] The technical solution of the present invention also provides an aircraft, including an aircraft frame.

[0073] The technical solution of this invention also provides a flying motorcycle, which is an aircraft that flies in the atmosphere. The flying motorcycle includes an aircraft frame, which includes:

[0074] The cage, which serves as the main skeleton, bears the weight of the entire flying motorcycle and the flight load. The cage can accommodate at least two first turbojet engines, and the cage has an opening at least at the bottom to allow the jets of the first turbojet engines to pass through.

[0075] The cage is rectangular in shape. When the flying motorcycle is parked, the angle between the long side of the cage and the horizontal plane is less than 30 degrees. A seat is installed on the top of the cage for the user to sit on.

[0076] When the flying motorcycle is parked, the geometric center of the projection of the cage onto the horizontal plane is no more than 30 centimeters away from the geometric center of the projection of the seating device onto the horizontal plane.

[0077] In one embodiment, the user is the driver and can ride the flying motorcycle in a sitting, semi-reclining, or lying position.

[0078] The technical solution of this invention also provides a standing-positioned aircraft, which is an aircraft that flies in the atmosphere. The standing-positioned aircraft includes an aircraft frame, which includes:

[0079] The cage, which serves as the main skeleton, bears the weight and flight load of the entire standing aircraft. The cage can accommodate at least two first turbojet engines, and the cage has an opening at least at the bottom to allow the jets of the first turbojet engines to pass through.

[0080] A standing device is installed above the cage for the user to stand on;

[0081] When a manned unmanned aerial vehicle is docked, the geometric area of ​​its projection onto the horizontal plane is less than 1.5 square meters.

[0082] In one embodiment, the standing aircraft is a single-person aircraft, with the user being the pilot, who can control the standing aircraft from a standing position. Therefore, the overall size of the standing aircraft is relatively small.

[0083] The present invention also provides a carrier aircraft, which is an aircraft that flies in the atmosphere. The carrier aircraft includes an aircraft frame, which includes:

[0084] The cage, which serves as the main skeleton, bears the weight of the entire launch vehicle and its flight load. The cage can accommodate at least two first turbojet engines, and the cage has an opening at least at the bottom to allow the jets of the first turbojet engines to pass through.

[0085] A carrying device for transporting people or goods is installed above the cage;

[0086] When the launch vehicle is docked, the geometric area of ​​its projection onto the horizontal plane is less than 2.5 square meters. This design takes into account the volume of the cargo being transported, such as a person lying down.

[0087] In one embodiment, the main function of the carrier aircraft is to transport people or goods, which requires a large carrying power, meaning more or larger engines, and therefore the geometric area of ​​its projection on the horizontal plane is larger.

[0088] Furthermore, in another embodiment, such as Figure 2-4 As shown, this embodiment of the invention provides an aircraft frame structure, which mainly consists of the following six parts: main frame, front engine array mounting bracket, rear engine array mounting bracket, fuel distribution box mounting strip 110, side engine mounting bracket, vector nozzle mounting bracket, etc.

[0089] The main frame consists of two parts: an upper frame 101 and a lower frame 102. The upper frame 101 and lower frame 102 are connected by fixing screws via metal plates 103, allowing for easy assembly and disassembly of the front engine array mounting bracket, the rear engine array mounting bracket, and the turbojet engine. The main frame is primarily constructed of square tubing; to reduce overall weight, carbon fiber square tubing can be selected.

[0090] The front and rear engine array mounting brackets are used to secure the first turbojet engine array. They consist of multiple mounting seats 104, mounting beams 105, and engine clamps 106. The front and rear engine array mounting brackets can secure the same number of first turbojet engines or different numbers. In one specific embodiment, a pattern of four engines in the front and six in the rear is used. It should be noted that in this embodiment, the mounting brackets are fixed to the lower frame 102 via two sets of screw holes, which are the two aforementioned first stress points.

[0091] The side engine mounting bracket is mainly used to secure the second turbojet engine on the side, and mainly consists of the side engine mounting block 107 and the engine clamp 106. These two parts work together to achieve a secure fixation of the second turbojet engine.

[0092] Furthermore, a vector nozzle is additionally installed at the tail of the second turbojet engine. The vector nozzle mounting bracket is similar in structure to the side engine mounting bracket, but differs in size, to secure the vector nozzle. It also consists of two parts: a vector nozzle mounting block 108 and a vector nozzle clamp 109.

[0093] The fuel distribution box fixing strip 110 is composed of multiple metal plates and is fixed to the main frame to achieve a firm fixation of the fuel distribution box.

[0094] Furthermore, the upper frame 101 or lower frame 102 can be fixed using multiple square tubes. The square tubes are hollow, and a cube-shaped hexagonal nut slightly larger than its inner diameter is inserted at the connection point to achieve an interference fit between the screw and the square tube. A stable connection between the multiple square tubes is achieved through a metal plate 103, the cube-shaped hexagonal nut inserted into the square tube, and the square tube itself. Alternatively, a one-piece molding process can be used, making the entire upper frame 101 and lower frame 102 a single unit, with the connection point secured only by a cube-shaped hexagonal nut inserted inside.

[0095] The front and rear engine array mounting brackets have similar or identical structures, although the dimensions of some components may differ. The front and rear engine array mounting brackets are mainly composed of a mounting base 104, a mounting beam 105, and engine clamps 106. The dimensions of the mounting beam 105 in both the front and rear engine array mounting brackets can be consistent or adjusted depending on the application, although the length may vary. The engine clamps 106 are used to secure the turbojet engines. Through the engine clamps 106, mounting beams 105, and mounting bases 104, multiple engines can be firmly fixed to the upper frame 101.

[0096] The side engine mounting bracket primarily provides a secure hold for the side engine and consists of a side engine mounting block 107 and an engine clamp 106. The engine clamp 106 secures the side engine and is then fixed to the side engine mounting block 107 with screws. Finally, the side engine mounting block 107 is fixed to the upper frame 101 with screws. Similarly, the vector nozzle mounting bracket also consists of two similar parts: a vector nozzle mounting block 108 and a vector nozzle clamp 109. The vector nozzle clamp 109 secures the vector nozzle and is then fixed to the vector nozzle mounting block 108 with screws. Finally, the vector nozzle mounting block 108 is fixed to the upper frame 101 with screws.

[0097] The fuel distribution box fixing strip 110 is used to fix the fuel distribution box to the main frame. The fuel distribution box fixing strip 110 is fixed to the lower frame 102 with screws. The fuel distribution box is fixed to the fuel distribution box fixing strip 110 by screws or other methods, thus achieving a firm fixation of the fuel distribution box.

[0098] like Figure 2-4 The two second turbojet engines on each side are installed in the same direction. The high-temperature airflow from the front vector nozzle will affect the air intake of the rear engine. Therefore, some protective measures are needed to isolate this effect.

[0099] Furthermore, in another embodiment, such as Figure 5 and 6 As shown, the outer side of the cage includes at least one set of second turbojet engines with air intakes facing each other. This facing arrangement of air intakes avoids interference between the exhaust flow of the front engine and the air intake of the rear engine.

[0100] This invention uses a flight control computer to control multiple vector nozzles and a thrust array composed of multiple thrust units to achieve stable control of the aircraft's attitude, speed, and other parameters in three-dimensional space. In different application scenarios, only different functional vehicles need to be replaced, while the same aircraft chassis remains.

[0101] Figure 7 This invention provides a three-dimensional schematic diagram of a personal aircraft chassis. Figure 8 This invention provides a top view of a personal aircraft chassis, as shown in the figure. Figure 7 and 8As shown, the technical solution of the present invention provides a personal aircraft chassis, the chassis comprising: a main frame 204; a thrust array assembly, the thrust array assembly being fixed on the main frame 204, the thrust of the thrust array assembly being achieved by a plurality of first turbojet engines 202, the thrust application point and thrust direction of the thrust array assembly being fixed in geometric position relative to the main frame 204, and when the personal aircraft is parked on the ground, the thrust direction of the thrust array assembly being perpendicular to the ground; and a plurality of vector nozzle assemblies, the vector nozzle assemblies being fixed on the main frame 204, the thrust of the vector nozzle assemblies being achieved by a plurality of second turbojet engines 206, the central axis of the second turbojet engines 206 being perpendicular to the central axis of the first turbojet engines 202, and the vector nozzles 207 of the vector nozzle assemblies having at least one degree of freedom relative to the main frame 204, at least allowing the thrust direction of the vector nozzle assemblies to be adjusted and changed, and when the degree of freedom is greater than one, the thrust application point can also be adjusted and changed.

[0102] This embodiment uses a combination of vector nozzle components and thrust array components to control the attitude and speed of the aircraft, which can achieve high dynamic, high fault tolerance, and reconfigurable flight control that cannot be achieved by using simple thrust difference control.

[0103] Optionally, the thrust array assembly is located inside the main frame 204, and includes a front thrust array and a rear thrust array. In one embodiment, the front thrust array includes four second turbojet engines 206, and the rear thrust array includes six second turbojet engines 206. This front-rear array configuration further increases thrust redundancy, thereby increasing the robustness or reliability of the aircraft.

[0104] Optionally, the vectoring nozzle assemblies are symmetrically distributed on both sides of the outer exterior of the main frame 204. In one embodiment, the vectoring nozzle assembly includes four second turbojet engines 206, one on each side of the main frame 204, front and rear. Multiple engines work together to provide thrust and control, improving the overall robustness of the system and thus enhancing the overall safety and fault tolerance of the aircraft, enabling the personal aircraft to meet daily or special needs in terms of safety level.

[0105] Optionally, the chassis also includes a fuel distribution box 215, which is fixed to the main frame 204 and positioned between the front thrust array and the rear thrust array. The fuel distribution box 215 has multiple fuel lines connected to the first turbojet engine 202 and the second turbojet engine 206. This positioning of the fuel distribution box 215 shortens the total length of the fuel lines to the first and second turbojet engines 202 and 206, thereby reducing the weight of the fuel lines and the required fuel pump pressure. This configuration results in a compact overall chassis structure, enabling a lighter overall design.

[0106] Optionally, the chassis also includes several electronics bays 201, located at the front and / or rear of the main frame 204. Each electronics bay 201 can house one or more of the following: engine control unit, flight control unit, and battery unit. The engine control unit is connected to an oil pump to control the fuel supply rate to the engine. The flight control unit can control the rotation of the vector nozzles 207, thereby specifically changing the thrust point and thrust direction of each second turbojet engine 206, making the aircraft operation simpler and safer. The battery unit can supply power to the engine control unit, flight control unit, etc.

[0107] Optionally, the thrust array assembly includes: a plurality of first mounting brackets and a plurality of corresponding first turbojet engines 202, each first mounting bracket fixing the corresponding first turbojet engine 202 to the main frame 204.

[0108] Furthermore, in one embodiment, the chassis includes a first longitudinal beam 212, which is fixed to the main frame 204. The first turbojet engine 202 of the front thrust array is fixed to the first longitudinal beam 212 and the main frame 204 via a first fixing bracket. Similarly, the chassis also includes a second longitudinal beam 213, which is fixed to the main frame 204. The first turbojet engine 202 of the rear thrust array is fixed to the second longitudinal beam 213 and the main frame 204 via a first fixing bracket.

[0109] Optionally, the vector nozzle assembly includes: a second mounting bracket 205 and a corresponding second turbojet engine 206, wherein the second mounting bracket 205 fixes the corresponding second turbojet engine 206 to the main frame 204; a third mounting bracket 214 and a corresponding vector nozzle 207, wherein the vector nozzle 207 is connected to the second turbojet engine 206 in a one-to-one correspondence, and the third mounting bracket 214 fixes the corresponding vector nozzle 207 to the main frame 204.

[0110] Optionally, the vector nozzle 207 of the vector nozzle assembly has two or three degrees of freedom relative to the main frame 204.

[0111] Optionally, the chassis also includes: front and rear shock-absorbing landing gears 211, the upper ends of which are fixed to the main frame 204.

[0112] Optionally, in one embodiment, the thrust array assembly includes five pairs of first turbojet engines 202 symmetrically arranged on both sides of the central axis of the main frame 204; the multiple vector nozzle assembly includes two 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, minimizes the impact of engine failure on the aircraft. In this embodiment, the aircraft can maintain normal operation even if fewer than three engines fail simultaneously.

[0113] The present invention provides a personal aircraft, which includes the aforementioned chassis.

[0114] In a more specific embodiment, the chassis of this embodiment includes the following six parts: multiple vector nozzle assemblies, thrust array assemblies, fuel distribution tank 215, main frame 204, landing gear 211, and multiple electronic equipment bays 201.

[0115] Each vector nozzle assembly has one to three degrees of freedom (DOF). Taking a 2-DOF vector nozzle 207 as an example, the vector nozzle 207 is rotatably connected to the adapter 210 via a first connector 209, and the adapter 210 is rotatably connected to the second turbojet engine 206 via a second connector 208. The adapter 210 can deflect the airflow direction at a predetermined angle. Furthermore, the first connector 209 and the second connector 208 can be controlled by a servo motor 203 to achieve electronically controlled rotation of the vector nozzle 207. In specific implementations, the DDF of the vector nozzle 207 can be adjusted according to the application scenario and required performance.

[0116] The thrust array assembly includes multiple downward-pointing first turbojet engines 202. The thrust array assembly primarily provides a downward thrust vector to the aircraft. However, 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. Furthermore, different engines, under the control of the flight control computer, will produce different thrusts. These different thrusts cause changes in the aircraft's attitude, and the overall performance of the thrust array assembly can also constitute an adjustable thrust vector.

[0117] The function of the fuel distribution box 215 is to provide fuel distribution to all engines. Fuel from the main fuel tank first enters the fuel distribution box 215 through pipelines, and then is distributed to the fuel pumps of each engine through multiple smaller pipelines. The fuel distribution box 215 is connected to the frame via a fixed bayonet. The fuel distribution box 215 is a sealed box with fuel outlet ports at both edges to provide fuel distribution to turbojet engines; the middle has multiple fuel inlet ports that connect to the fuel lines of the main fuel tank. In addition to its fuel distribution function, the fuel distribution box 215 also prevents fuel air bubbles generated during operation from affecting the normal operation of the engine.

[0118] The main frame 204 is primarily constructed from materials such as carbon fiber, aluminum alloy, and stainless steel. Its main function is to secure components such as the vector nozzle assembly, thrust array assembly, fuel distribution tank 215, and electronics bay 201. Furthermore, the frame adopts a split upper and lower structure, which facilitates the disassembly and installation of components such as the thrust array and vector nozzle 207.

[0119] The main frame 204 has two landing gears 211 at the front and rear, which provide support and cushioning for the entire structure. The landing gears 211 are made of stainless steel to prevent the high-temperature exhaust gases from the engine from affecting their lifespan.

[0120] like Figure 7-8 The two second turbojet engines on each side are installed in the same direction. The high-temperature airflow from the front vector nozzle will affect the air intake of the rear engine. Therefore, some protective measures are needed to isolate this effect.

[0121] Furthermore, in another embodiment, such as Figure 9 and 10 As shown, the air intakes of each pair of second turbojet engines are arranged opposite each other. This arrangement of the air intakes avoids interference between the exhaust flow of the front engine and the air intake of the rear engine.

[0122] Furthermore, unlike the previous embodiments, in this embodiment, the electronic equipment compartment 201 is no longer located at the front and / or rear end of the main frame 204, but rather in the middle of the main frame 204, thereby providing more usable space at both ends of the main frame 204. In the previous embodiments, the servo motor 203 was located in the middle of the main frame 204; in this embodiment, it is located at both the front and rear ends of the main frame 204. This is because the servo motor 203 provides power for controlling the rotation of the vector nozzle 207, thus reducing the distance between the power source and the device to be driven.

[0123] An embodiment of the present invention provides a torque transmission device, such as... Figure 11-14As shown, the device includes: a base 302; a straight shaft 304 passing through the base 302 and rotatable within the base 302; a flexible shaft 306, one end of which is fixedly connected to one end of the straight shaft 304, and the other end of which is capable of being driven by the output shaft of a power output device; and a drive gear 308, which is coaxially fixedly connected to the straight shaft 304. The output torque of the power output device can be transmitted through the flexible shaft 306 to the straight shaft 304, and then to the drive gear 308, which provides power to the device to be driven. This embodiment of the invention provides a torque transmission device that, through the flexible shaft 306, adapts to more application scenarios, allowing the power output device to be freely and fixedly installed at a certain angle and in a certain space, without having to be placed in a specific space with the drive gear 308. The drive gear and the power output device are connected by a flexible shaft, which allows the drive gear and the power output device to be placed separately. This is suitable for environments where the motor cannot work properly, such as high temperature or liquid immersion. It also allows for a smaller drive gear end volume, making it suitable for applications with limited space or volume. Furthermore, it allows for greater freedom in the installation direction and position of the power output device and reduces drive gear meshing failure caused by vibration.

[0124] Preferably, the flexible shaft 306 adopts a steel wire structure, which is woven from multiple layers of steel wires with two different rotation directions, thus realizing bidirectional rotational power transmission.

[0125] Optionally, the torque transmission device further includes a plurality of ball bearings 310, which are disposed within the base 302 and through which the straight shaft 304 passes. These ball bearings reduce friction between the straight shaft 304 and the base 302 when the straight shaft 304 rotates around its axis. At least one ball bearing 310 is present; multiple bearings can be arranged in parallel if the application involves high torque. The ball bearings 310 are concentrically assembled with the straight shaft 304, with the inner ring of the ball bearing 310 fixed to the straight shaft 304 and the outer ring of the ball bearing 310 fixed to the base 302. The ball bearings 310 ensure the concentricity and lubrication required for the rotation of the straight shaft 304.

[0126] Optionally, the torque transmission device further includes: a first thrust bearing 312, which is sleeved on the straight shaft 304 and disposed between the drive gear 308 and the ball bearing 310; and a second thrust bearing 314, which is sleeved on the straight shaft 304 and disposed between the protrusion 328 and the ball bearing 310, wherein the protrusion 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 one embodiment, the base 302 has a protrusion that limits the two ball bearings 310, while the first thrust bearing 312 is sandwiched between the drive gear 308 and the protrusion of the base 302, and the second thrust bearing 314 is sandwiched between the protrusion 328 and the protrusion of the base 302.

[0127] Optionally, the protrusion 328 is provided with a receiving hole 330 for inserting one end of the flexible shaft 306, and a first screw hole 332 is provided on the side of the protrusion for fastening one end of the flexible shaft 306 by screwing a first bolt into the first screw hole 332.

[0128] Optionally, the base 302 includes: a fixed base 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 accommodating the ball bearing 310. The upper fixed half ring 320 and the lower fixed half ring 318 are fixed on the fixed base 316.

[0129] Preferably, the lower fixing half ring 318 and the upper fixing half ring 320 are fixed to the fixing base 316 by screws.

[0130] Preferably, the lower fixing half-ring 318 and the fixing seat 316 are an integral part.

[0131] Optionally, the through hole can also accommodate the first thrust bearing 312 and the second thrust bearing 314. The side edges of the first thrust bearing 312 and the second thrust bearing 314 extend beyond the two ends of the through hole, ensuring the tight installation of the drive gear 308 and the ball bearing 310, and also ensuring the lubrication of rotation.

[0132] Optionally, the drive gear 308 includes a boss 322, on which a second screw hole 324 is provided. One end of the straight shaft 304 is provided with a flat surface 326. When the drive gear 308 is sleeved on the straight shaft 304, the boss 322 part corresponds to the flat surface, and is used to be screwed into the second screw hole 324 by the second bolt and abut against the flat surface 326 to fix the drive gear 308 to the straight shaft 304.

[0133] An embodiment of the present invention provides a vector nozzle, such as... Figure 15-19As shown, the vector nozzle includes: a first jet section 400, with a protruding ring 402 at its first end; a second jet section 404, with an annular groove at its first end; a meshing rack 406 and a drive gear 308, the rack 406 being fixed to the outer surface of one of the first jet section 400 and the second jet section 404, and the drive gear 308 being fixed to the outer surface of the other of the first jet section 400 and the second jet section 404 via a base; wherein the protruding ring 402 is engaged in the annular groove, and at least one set of rolling balls 416 are provided between several sets of surfaces directly opposite the protruding ring 402 and the annular groove to achieve rolling friction; at least one of the first jet section 400 and the second jet section 404 has a deflection angle between the axis of its air inlet and the axis of its air outlet. This embodiment provides a vector nozzle that can change the jet direction of the engine. It has a simple structure, which greatly reduces the cost and improves the reliability. It is also relatively small in size and can be applied to thrust vector control on small aircraft. The control is flexible and simple, and the rotation control of the vector nozzle can be achieved by meshing two gears.

[0134] In one embodiment, the first jet section 400 is the upstream section of the jet stream relative to the second jet section 404, and the first jet section 400 is fixed relative to the second jet section 404. The first jet section 400 may itself be the exit section of the turbojet engine; or the first jet section 400 may be a component independent of the turbojet engine, with its second end fixedly connected to the exit end of the turbojet engine; or the second end of the first jet section 400 may be connected to the tail end of a more upstream vector nozzle.

[0135] In one embodiment, the second jet section 404 is an upstream jet section relative to the first jet section 400, and the second jet section 404 is fixed relative to the first jet section 400. The second jet section 404 may itself be the exit section of the turbojet engine; or the second jet section 404 may be a component independent of the turbojet engine, with its second end fixedly connected to the exit end of the turbojet engine; or the second end of the second jet section 404 may be connected to the tail end of a more upstream vector nozzle.

[0136] Optionally, the annular groove includes: multiple clamping devices 408 forming a detachable segmented ring; and a fixing ring 410, which is fixed around the first end of the second jet section 404, and the fixing ring 410 and the multiple clamping devices 408 are detachably fixed together. When the multiple clamping devices 408 are fixed together with the fixing ring 410, they together form an annular groove, thereby limiting the movement of the protruding ring 402. When the multiple clamping devices 408 are separated from the fixing ring 410, the protruding ring 402 is no longer restricted, thereby enabling the separation of the first jet section 400 and the second jet section 404. The multiple clamping devices 408 allow for quick disassembly and installation of the various components of the vector nozzle, and also facilitate the installation of the ball bearing 416.

[0137] In one embodiment, the cross-section of the clamping device 408 forms a U-shape with one base and one side, while the cross-section of the fixing ring 410 forms the other side of the U-shape. The protruding ring 402 is inserted into the U-shape, thus limiting the position of the protruding ring 402. This also serves as the connection scheme for the first jet section 400 and the second jet section 404.

[0138] 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.

[0139] Optionally, the retaining ring 410 is provided with multiple screw holes 412 facing the second jet section 404, and the clamping device 408 is provided with through holes 414 opposite to the screw holes 412. The clamping device 408 is then fixed to the retaining ring 410, the retaining ring 410, and the second jet section 404 in sequence by bolts. This arrangement of the retaining ring 410 and the clamping device 408 enables quick disassembly and reassembly.

[0140] Optionally, a set of balls 416 are respectively provided between the facets of the protruding ring 402 and the clamping device 408 that are directly opposite each other, and between the facets of the protruding ring 402 and the fixed ring 410 that are directly opposite each other. The two sets of balls 416 are respectively provided on opposite sides of the protruding ring 402, so that the protruding ring 402 rolls smoothly in the annular groove.

[0141] Preferably, in order to accommodate the ball 416, grooves are provided on the clamping device 408, the fixing ring 410, and the protruding ring 402 to accommodate the ball 416.

[0142] Optionally, the rack 406 is disposed on the outside of the clamping device 408.

[0143] In one embodiment, the clamping device 408 and the rack 406 are integrated, which reduces the installation steps and eliminates the need to install the rack 406 separately. On the other hand, the clamping device 408 also supports and elevates the rack 406, so that the height of the rack 406 is just right to match the drive gear 308. Otherwise, since the drive gear 308 is mounted on the base and has a certain height, it would be difficult for the rack 406 to mesh with the drive gear 308.

[0144] Optionally, the first end of the first jet section 400 and the first end of the second jet section 404 have the same inner and outer diameters. The protruding 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 jet inner pipe wall, thereby reducing the portion of jet kinetic energy lost on the pipe wall, improving jet output efficiency, and reducing vibration and component wear caused by impact on the pipe wall.

[0145] Optionally, the raised ring 402 has a first stepped structure 418 that facilitates fitting onto the first end of the first jet section 400, a second stepped structure 420, and a fixing ring 410 has a third stepped structure 422 that facilitates fitting onto the first end of the second jet section 404, and a fourth stepped structure 424. The second stepped structure 420 and the fourth stepped structure 424 cooperate to facilitate fitting the fixing ring 410 onto the raised ring 402. This stepped structure design makes it easy to determine the position of each component when assembling the vector nozzle, thereby improving installation accuracy and efficiency.

[0146] The technical solution of the present invention also provides a multi-degree-of-freedom vector nozzle, which includes three or more sequentially connected third jet sections 426, with each pair of adjacent third jet sections 426 forming a vector nozzle. The multi-degree-of-freedom vector nozzle can more precisely change the jet direction and jet impact point.

[0147] Optionally, the multi-degree-of-freedom vectoring nozzle includes three sequentially connected third jet sections 426. The first third jet section 426 has no deflection angle between its inlet axis and outlet axis. The second third jet section 426 has a deflection angle between its inlet axis and outlet axis of 45 to 90 degrees. The third third jet section 426 has a deflection angle between its inlet axis and outlet axis of 20 to 60 degrees. This design, compared to a single-degree-of-freedom vectoring nozzle, can meet the vectoring requirements of more scenarios.

[0148] In one embodiment, the third jet section 426 is formed by connecting multiple obliquely cut cylinders, or it can be formed in one piece using a cylinder with a certain curvature. The angle of the third jet section 426 can be 90 degrees or other degrees.

[0149] In one embodiment, the downstream third jet section 426 of the vector nozzle is an angled bend, and the upstream third jet section 426 is fixed to the rear of the turbojet engine by screws or the like.

[0150] In one embodiment, the nozzle can be flexibly switched between 2-DOF and 1-DOF configurations by disassembly or addition. For a 2-DOF multi-DOF vector nozzle, removing the downstream third jet section 426 and its corresponding connectors (including the retaining ring 410, protruding ring 402, ball bearing 416, clamping device 408, rack 406, and drive gear 308) results in a 1-DOF vector nozzle. For a 1-DOF vector nozzle, adding another third jet section 426 at the end of the downstream third jet section 426 via a corresponding connector creates a 2-DOF vector nozzle. This is why this application uses multiple detachable connectors instead of a single integrated component.

[0151] The present invention also provides an aircraft, which includes a vector nozzle.

[0152] Furthermore, the aforementioned aircraft can be referenced in the following embodiments.

[0153] It should be noted that the personal aircraft described in this invention are generally passenger-carrying aircraft that reside in the atmosphere; however, small aircraft solely for carrying cargo are also included. The term "personal" is used primarily to distinguish them from larger traditional aircraft such as commercial airplanes, rockets, or private jets.

[0154] This invention uses a flight control computer to control multiple vector nozzles and a thrust array composed of multiple thrust units to achieve stable control of the aircraft's attitude, speed, and other parameters in three-dimensional space. In different application scenarios, only different functional vehicles need to be replaced, while the same aircraft chassis remains.

[0155] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A landing gear, characterized in that, The landing gear includes: The U-shaped fixing frame, the bottom end of which is used for fixed connection with the aircraft; The U-shaped movable frame has two legs that are respectively fitted together with the two legs of the U-shaped fixed frame, and the bottom end of the U-shaped movable frame is used to rest on the ground; Several shock-absorbing buffer groups are provided, with both ends of the shock-absorbing buffer groups being fixedly connected to the bottom end of the U-shaped fixed frame and the bottom end of the U-shaped movable frame, respectively, and the two ends of the shock-absorbing buffer groups are connected by a damping connection.

2. The landing gear according to claim 1, characterized in that, The shock absorption buffer group includes: Two fixed bases are arranged opposite each other, one of which is fixedly connected to the bottom end of the U-shaped fixed frame, and the other of which is fixedly connected to the bottom end of the U-shaped movable frame; A metal spring is pressed between the two fixed bases; A nitrogen spring, the two ends of which are respectively fixed to the two fixed bases.

3. The landing gear according to claim 2, characterized in that, The landing gear includes two symmetrically arranged shock-absorbing buffer groups.

4. The landing gear according to claim 1, characterized in that, The diameter of the two legs of the U-shaped movable frame is larger than the diameter of the two legs of the U-shaped fixed frame, and the two legs of the U-shaped movable frame are hollow and can accommodate the two legs of the U-shaped fixed frame.

5. An aircraft, characterized in that, The aircraft includes the landing gear described in any one of claims 1-4.

6. The aircraft according to claim 5, characterized in that, The aircraft includes two landing gears, one at the front and one at the rear.

7. The aircraft according to claim 5, characterized in that, The aircraft frame of the aircraft includes: The cage, which serves as the main skeleton, bears the weight of the entire aircraft and its flight load. The cage can accommodate at least two first turbojet engines, and the cage has an opening at least at the bottom for the jets of the first turbojet engines to pass through.

8. The aircraft according to claim 5, characterized in that, The chassis of the aircraft includes: Main framework; A thrust array assembly is fixed on the main frame. The thrust of the thrust array assembly is achieved by multiple first turbojet engines. The thrust application point and thrust direction of the thrust array assembly are fixed in relation to the geometric position of the main frame. When the aircraft is parked on the ground, the thrust direction of the thrust array assembly is perpendicular to the ground. Multiple vector nozzle assemblies are fixed to the main frame. The thrust of the vector nozzle assemblies is achieved by multiple second turbojet engines. The central axis of the second turbojet engines is perpendicular to the central axis of the first turbojet engine. The vector nozzle of each vector nozzle assembly has at least one degree of freedom relative to the main frame.

9. The aircraft according to claim 5, characterized in that, The aircraft includes a plurality of vector nozzles, the vector nozzles comprising: The first jet section has a protruding ring at its first end; The second jet section has an annular groove at its first end. A meshing rack and a drive gear, wherein the rack is fixed to the outer surface of one of the first jet section and the second jet section, and the drive gear is fixed to the outer surface of the other of the first jet section and the second jet section via a base; The protruding ring is fitted into the annular groove, and at least one set of rolling balls is provided between the protruding ring and the annular groove on several sets of surfaces that are directly opposite each other to achieve rolling friction; at least one of the first jet section and the second jet section has a deflection angle between the axis of its air inlet and the axis of its air outlet.

10. The aircraft according to claim 9, characterized in that, The drive gear obtains driving force through a torque transmission device, which includes: 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 which is fixedly connected to one end of the straight shaft, and the other end of which can be driven to the output shaft of the power output device; A drive gear, which is coaxially and fixedly connected to the straight shaft; The output torque of the power output device can be transmitted to the straight shaft through the flexible shaft, and then to the drive gear, which is used to provide power to the device to be driven.

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