Modularized aero-engine
Through the modularly designed combination structure of receiver and crankshaft, the scalability and cost reduction of aero engine series products are achieved, and the problem of increasing manufacturing costs of dedicated receiver and crankshaft in the prior art is solved, and there is no need to change the model. Change the structure.
Patent Information
- Application Number
- CN202411704550.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-26
- Publication Date
- 2025-01-10
AI Technical Summary
The existing horizontally opposed aircraft engines require dedicated receivers and crankshafts when expanding series products, which increases manufacturing costs, and the connection structure needs to be changed when replacing auxiliary parts to further increase costs.
Design a modular aircraft engine, adopting an expandable combination of receiver and crankshaft, connecting the box through screws, nuts, and positioning pins, and connecting the crank components using spline structures to achieve the scalability of receiver and crankshaft, and Magnetic motors, starter gears, etc. are designed as general-purpose modules that can be installed to avoid changing the original structure when changing the model.
The production of a full series of aircraft engines with the same cylinder bore is realized, with only three boxes and three crank components required, which greatly reduces the production cost of the receiver and crankshaft, and does not need to modify the receiver and crankshaft structure when changing models.
Smart Images
Figure CN119288669A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of aeroengines, and in particular to a modular aeroengine. Background Art
[0002] A piston aircraft engine is mainly composed of a casing, a crankshaft, a cylinder, a magneto, a starting mechanism and other components, among which the cylinders are mostly arranged horizontally.
[0003] At present, common horizontally opposed aircraft engines include opposed four-cylinder, opposed six-cylinder, opposed eight-cylinder and opposed twelve-cylinder, and opposed six-cylinder, opposed eight-cylinder and opposed twelve-cylinder are usually series products developed on the basis of opposed four-cylinder by lengthening the casing and crankshaft. In the prior art, the above-mentioned aircraft engines are all equipped with special casings and crankshafts, which undoubtedly increases the manufacturing cost of aircraft engine series products.
[0004] In addition, auxiliary parts such as magnetos and starting mechanisms may need to be replaced in model. In this case, the connection structure between the casing, crankshaft, magnetos and starting mechanisms needs to be changed, further increasing the manufacturing cost of the aircraft engine. Summary of the invention
[0005] In order to overcome the deficiencies in the background technology, the present invention discloses a modular aircraft engine, the purpose of which is to reduce the manufacturing cost of aircraft engine series products.
[0006] In order to achieve the above-mentioned invention object, the present invention adopts the following technical scheme:
[0007] A modular aircraft engine comprises a left case, a right case and an addable expansion case, wherein the left case, the right case or the expansion case are coaxially connected together by screws, nuts and locating pins to form a casing; crank assemblies are installed in the left case, the expansion case and the right case, and the crank assemblies are coaxially connected together by a spline structure to form a crankshaft.
[0008] To further improve the technical solution, a left crank assembly is installed in the left case body, and the left crank assembly has an outwardly extending power output shaft, and the power output shaft is used to connect to a propeller or a reduction box.
[0009] To further improve the technical solution, a stopper for positioning the reduction box is provided at the outer end of the left case body, the reduction box is connected to the outer end of the left case body through a screw, a nut and a stopper, and a propeller is installed at the output end of the reduction box.
[0010] To further improve the technical solution, a right crank assembly is installed in the right case, and the right crank assembly has an outwardly extending connecting shaft, which is used to connect an auxiliary module composed of a magnetic motor, a starting gear, a starting motor, a connecting plate, and a fixed bracket.
[0011] To further improve the technical solution, the aircraft engine also includes a spline connecting sleeve, in which an internal spline is provided; an external spline is provided at the connecting end of the crank assembly, and each crank assembly is coaxially connected together through the spline connecting sleeve.
[0012] To further improve the technical solution, a pair of needle roller bearings are installed on the spline connection sleeve, and a spacer sleeve is installed between the pair of needle roller bearings.
[0013] To further improve the technical solution, the number of keyways of the spline structure is 12.
[0014] After implementing the above technical solution, compared with the background technology, the beneficial effects produced by the present invention are:
[0015] The present invention designs the casing and crankshaft to be expandable and combinable components. Only three types of casings and three types of crank assemblies are needed to realize the production of a full range of aircraft engines with the same cylinder diameter, thereby greatly reducing the production costs of the casing and crankshaft.
[0016] In addition, the present invention designs the reduction box as a component that can be added, and designs the magneto, starting gear, starting motor, connecting plate, and fixing bracket into a universal auxiliary module. When the magneto and starting gear are replaced, there is no need to change the original structure of the casing and crankshaft. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Attached Figure 1 Shown is a schematic structural diagram of a horizontally opposed four-cylinder aircraft engine in Example 1.
[0018] Attached Figure 2 Shown is a disassembled view of the horizontally opposed four-cylinder aircraft engine in Example 1.
[0019] Attached Figure 3 Shown is a left side view of the receiver.
[0020] Attached Figure 4 Shown is a schematic diagram of the connection structure between the crank assemblies.
[0021] Attached Figure 5 The attached Figure 4 Cross-section of the middle spline connection sleeve.
[0022] Attached Figure 6 Shown is a schematic structural diagram of a horizontally opposed six-cylinder aircraft engine in Example 2.
[0023] Attached Figure 7 Shown is a disassembled view of the horizontally opposed six-cylinder aircraft engine in Example 2.
[0024] Attached Figure 8 Shown is an exploded view of the casing and crankshaft of the horizontally opposed eight-cylinder aircraft engine in Example 3.
[0025] In the attached figure: 1. Casing; 11. Left case; 12. Right case; 13. Extension case; 14. Locating pin; 15. Screw; 16. Nut; 2. Crankshaft; 21. Left crank assembly; 22. Right crank assembly; 23. Extension crank assembly; 24. Spline connecting sleeve; 25. Ball bearing; 26. Needle bearing; 27. Spacer; 3. Cylinder; 4. Auxiliary module; 5. Propeller; 6. Reducer. DETAILED DESCRIPTION
[0026] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. It should be noted that in the description of the present invention, the terms "front", "rear", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, which are only for the convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention. It should also be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or the internal connection of two elements. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.
[0027] Embodiment 1: refer to the attached Figure 1 Attached Figure 1 The diagram shows the structure of a horizontally opposed four-cylinder aircraft engine. The aircraft engine is a basic model, having four horizontally opposed cylinders 3, the cylinder diameter of the cylinder 3 is 66 mm, and the stroke of the piston is 40 mm.
[0028] See attached Figure 2 and attached Figure 3 In order to facilitate the expansion of the basic model into a series of products, the basic model includes a left box body 11 and a right box body 12, and the left box body 11 and the right box body 12 are coaxially connected together by a screw rod 15, a nut 16, and a positioning pin 14 to form a casing 1.
[0029] Specifically, a crank chamber and a bearing chamber are provided in the left case 11 and the right case 12. In order to facilitate the placement of the crankshaft 2, the left case 11 and the right case 12 are both split structures. A docking surface is provided between the left case 11 and the right case 12, and a pair of positioning pins 14 are installed on the docking surface. The positioning method of two pins on one side can ensure the concentricity of the bearing chamber of the left case 11 and the bearing chamber of the right case 12. Four through holes are provided at the ends of the left case 11 and the right case 12, and screws 15 are inserted into the through holes. The left case 11 and the right case 12 can be connected together by the screws 15 and the nuts 16 to form a complete casing 1.
[0030] The left crank assembly 21 is installed in the left housing 11, and the left crank assembly 21 has an outwardly extending power output shaft, which is used to connect the propeller 5 to provide rotational power for the propeller 5. The right crank assembly 22 is installed in the right housing 12, and the right crank assembly 22 has an outwardly extending connecting shaft, which is used to connect the auxiliary module 4 composed of a magneto, a starting gear, a starting motor, a connecting plate, and a fixing bracket.
[0031] The magneto is composed of a magnetic steel rotor and a pair of magnetic electrodes. The magnetic steel rotor and the starting gear are rotating parts and are installed on a connecting plate. The connecting plate is fixed to the connecting shaft through a key structure and rotates with the crankshaft 2. The magnetic electrodes and the starting motor are non-rotating parts and are installed on a fixed bracket. The end of the left case 11 has a stopper, and the fixed bracket is installed on the end of the left case 11 through a screw 15, a nut 16, and a stopper. In this way, when the magneto and the starting gear need to be replaced, it is only necessary to change the connection structure of the fixed bracket and the connecting plate, and there is no need to change the original structure of the case 1 and the crankshaft 2.
[0032] See attached Figure 4 and attached Figure 5 . The left crank assembly 21 and the right crank assembly 22 are both composed of a crank, a connecting rod, and a piston. An external spline is provided on the shaft body at the other end of the crank, and the number of keyways of the external spline is 12. A spline connection sleeve 24 is provided between the left crank assembly 21 and the right crank assembly 22. An internal spline matching the external spline is provided in the spline connection sleeve 24. The left crank assembly 21 and the right crank assembly 22 are coaxially connected together through the spline connection sleeve 24, and the angle between the left crank assembly 21 and the right crank assembly 22 is staggered by 180°. In order to prevent the left crank assembly 21 and the right crank assembly 22 from axial movement, the external splines on the left crank assembly 21 and the right crank assembly 22 are pressed together with the internal splines of the spline connection sleeve 24 by interference fit. In this way, through the spline connection structure, the left crank assembly 21 and the right crank assembly 22 are combined into a complete crankshaft 2.
[0033] Again refer to the attached Figure 1 and attached Figure 4A pair of needle bearings 26 are mounted on the spline connection sleeve 24, and a spacer sleeve 27 is mounted between the pair of needle bearings 26. A pair of ball bearings 25 are mounted on the power output shaft of the left crank assembly 21, and a needle bearing 26 is also mounted on the connecting shaft of the right crank assembly 22. The outer diameters of the three sets of bearings are the same. During processing, the left housing 11 and the right housing 12 can be connected together using a screw 15, a nut 16, and a locating pin 14, and then all the bearing chambers are bored out with one knife to ensure the concentricity of each bearing chamber.
[0034] Embodiment 2: This embodiment takes the aircraft engine in Embodiment 1 as the basic model, and expands the four-cylinder aircraft engine into a six-cylinder aircraft engine by adding an expansion box 13 and an expansion crank assembly 23.
[0035] See attached Figure 6 and attached Figure 7 The casing 1 is composed of a left box body 11, an expansion box body 13 and a right box body 12. A pair of positioning pins 14 are provided between the left box body 11 and the expansion box body 13, and a pair of positioning pins 14 are provided between the expansion box body 13 and the right box body 12. Then, four screws 15 are used to connect the left box body 11, the expansion box body 13 and the right box body 12 into one body.
[0036] The crankshaft 2 is composed of a left crank assembly 21, an extended crank assembly 23 and a right crank assembly 22. The left crank assembly 21, the extended crank assembly 23 and the right crank assembly 22 are connected together by two spline connecting sleeves 24 with internal splines. Since it is a six-cylinder aircraft engine, the angles between the left crank assembly 21, the extended crank assembly 23 and the right crank assembly 22 can be ensured to be 120° respectively through the indexing of the splines.
[0037] In addition, a stopper is provided at the outer end of the left case 11, and a reduction box 6 is installed on the stopper of the left case 11 through a screw 15. The power output shaft is connected to the input end of the reduction box 6, and a propeller 5 is installed at the output end of the reduction box 6. The function of the reduction box 6 is to increase the torque of the propeller 5 by reducing the rotation speed of the crankshaft 2 to meet the needs of flight. Since the reduction box 6 is a universal component that can be installed, there is no need to change the original structure of the case 1 and the crankshaft 2.
[0038] Embodiment 3: This embodiment uses the aircraft engine in Embodiment 1 as the basic model, and expands the four-cylinder aircraft engine into an eight-cylinder aircraft engine by adding two expansion boxes 13 and two expansion crank assemblies 23.
[0039] See attached Figure 8 The casing 1 is composed of a left box body 11 , two expansion boxes 13 and a right box body 12 , and the left box body 11 , the expansion box body 13 and the right box body 12 are connected into one body through four screws 15 .
[0040] The crankshaft 2 is composed of a left crank assembly 21, two extended crank assemblies 23 and a right crank assembly 22. The left crank assembly 21, the extended crank assembly 23 and the right crank assembly 22 are connected together by three spline connecting sleeves 24 with internal splines. Since it is an eight-cylinder aircraft engine, the angles between the left crank assembly 21, the extended crank assembly 23 and the right crank assembly 22 can be ensured to be 90° respectively through the indexing of the splines.
[0041] From the above, it can be seen that the present invention designs the casing 1 and the crankshaft 2 to be expandable and combinable components. Only three types of casings and three types of crank assemblies are needed to realize the production of a full range of aircraft engines with the same cylinder diameter, which greatly reduces the production costs of the casing 1 and the crankshaft 2.
[0042] In addition, the present invention designs the reduction box 6 as a component that can be added, and designs the magneto, starting gear, starting motor, connecting plate, and fixing bracket into a universal auxiliary module 4. When the magneto and starting gear are replaced, there is no need to change the structure of the casing 1 and the crankshaft 2.
[0043] Although the embodiments of the present invention have been shown and described, it is understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, and the protection scope of the present invention is defined by the attached claims and their equivalents.
Claims
1. A modular aircraft engine, characterized by: It includes a left case, a right case and an addable expansion case. The left case, the right case or the expansion case are coaxially connected together by screws, nuts and locating pins to form a casing. Crank assemblies are installed in the left case, the expansion case and the right case. The crank assemblies are coaxially connected together through a spline structure to form a crankshaft.
2. A modular aircraft engine according to claim 1, characterized in that: A left crank assembly is installed in the left case body. The left crank assembly has an outwardly extending power output shaft, and the power output shaft is used to connect a propeller or a reduction box.
3. A modular aircraft engine as claimed in claim 2, characterized in that: The outer end of the left case is provided with a stopper for positioning the reduction box, the reduction box is connected to the outer end of the left case through a screw, a nut and a stopper, and a propeller is installed at the output end of the reduction box.
4. A modular aircraft engine according to claim 1, characterized in that: The right crank assembly is installed in the right case. The right crank assembly has an outwardly extending connecting shaft, which is used to connect an auxiliary module consisting of a magnetic motor, a starting gear, a starting motor, a connecting plate, and a fixing bracket.
5. A modular aircraft engine according to claim 1, characterized in that: The aircraft engine also includes a spline connection sleeve, in which an internal spline is arranged; an external spline is arranged at the connecting end of the crank assembly, and each crank assembly is coaxially connected together through the spline connection sleeve.
6. A modular aircraft engine according to claim 5, characterized in that: A pair of needle roller bearings are installed on the spline connection sleeve, and a spacer sleeve is installed between the pair of needle roller bearings.
7. A modular aircraft engine according to claim 1, characterized in that: The number of keyways in the spline structure is 12.