Coaxial hybrid power system engine

Abstract

The utility model provides a coaxial hybrid power system engine which comprises an engine shell, an air inlet channel and a combustion chamber which are communicated with each other are arranged in the engine shell, and an installation chamber is arranged between the air inlet channel and the combustion chamber. The gas compressor is arranged in the gas inlet channel and is close to the gas inlet of the gas inlet channel; the starting integrated motor is arranged in the mounting chamber and located on the rear side of the gas compressor; the turbine is arranged in the combustion chamber; and the main rotating shaft is rotationally arranged in the engine shell, the main rotating shaft sequentially penetrates through an air compression rotor of the air compressor, a motor rotor of the starting and generating integrated motor and a turbine rotor of the turbine motor from front to back in the axial direction, and the air compression rotor, the motor rotor and the turbine rotor are all coaxially and fixedly connected with the main rotating shaft to form a power transmission system. The engine improves air inlet efficiency, reduces vibration, improves stability, and has the advantages of being compact in structure, light in weight, low in installation accuracy requirement, high in air inlet efficiency, small in vibration and good in stability.

Description

Technical Field

[0001] This utility model relates to the field of aircraft propulsion systems, and more specifically, to a coaxial hybrid power system engine. Background Technology

[0002] In the field of aircraft propulsion systems, eddy-electric hybrid engines are an important power source. However, existing eddy-electric hybrid engines have several technical problems that affect their performance and application effectiveness. First, existing eddy-electric hybrid engines and their integrated generators are usually installed independently and connected by couplings; this design leads to a complex overall structure, increases system weight, and places high demands on installation precision. Second, the independent installation of the eddy-electric hybrid engine and the integrated generator requires additional connecting components, reducing system compactness and increasing overall size; this not only increases installation space requirements but may also affect the overall design and performance of the aircraft. Furthermore, in existing designs, the integrated generator is usually located in front of the compressor; this layout affects the engine's intake, potentially reducing intake efficiency and thus impacting overall engine performance. Finally, due to the independent installation design, the installation and machining precision of the shafts between different components may vary, easily causing rotor misalignment; this misalignment can lead to significant vibrations during engine operation, affecting not only engine stability and lifespan but also potentially adversely impacting the aircraft's flight performance and safety. Utility Model Content

[0003] The purpose of this application is to provide a coaxial hybrid power system engine, which has the advantages of compact structure, light weight, low installation accuracy requirements, high intake efficiency, low vibration and good stability.

[0004] This application provides a coaxial hybrid power system engine, comprising: an engine housing with an internally connected intake duct and combustion chamber, the combustion chamber being located behind the intake duct, and an airtightly isolated mounting chamber between the intake duct and the combustion chamber; a compressor disposed within the intake duct, near the intake port of the intake duct; a starter-generator integrated motor disposed within the mounting chamber, located behind the compressor; a turbine disposed within the combustion chamber; and a main shaft rotatably disposed within the engine housing, the main shaft passing axially from front to back sequentially through the compressor rotor, the starter-generator integrated motor rotor, and the turbine rotor, the compressor rotor, the motor rotor, and the turbine rotor, all of which are coaxially and fixedly connected to the main shaft to form a power transmission system.

[0005] Compared with existing technologies, the coaxial hybrid power system engine proposed in this application has the following advantages: This application adopts a coaxial design, fixing the compressor, integrated starter-generator motor, and turbine rotor on the same main shaft. This design not only simplifies the structure and reduces connecting parts, but also fundamentally solves the problem of rotor misalignment. At the same time, by placing the integrated starter-generator motor behind the compressor, direct impact on the intake air is avoided, and the airflow path is optimized. This integrated design greatly improves the system's compactness and efficiency, while reducing vibration and improving reliability.

[0006] In one possible implementation, the engine housing includes a coaxially arranged intake casing and a combustion chamber casing, with the combustion chamber casing detachably connected to the rear end of the intake casing. Compared to existing technologies, dividing the engine housing into two parts—the intake casing and the combustion chamber casing—and using a detachable connection simplifies the engine housing structure and facilitates maintenance.

[0007] In one possible implementation, the mounting chamber is equipped with two supports for supporting the main shaft, located at the front and rear axial ends of the motor rotor. Compared with the prior art, by setting two supports in the mounting chamber to support the main shaft, the stability of the main shaft can be effectively improved. The positions of the supports at the front and rear axial ends of the motor rotor can better distribute the points of force application, further enhancing the support effect and improving the support of the main shaft for the compressor rotor and turbine rotor.

[0008] In one possible implementation, the main shaft is rotatably connected to two supports via rotary bearings. Compared to existing technologies, this design, where the main shaft is rotatably connected to two supports via rotary bearings, provides a more stable support structure and reduces vibration and eccentricity of the main shaft.

[0009] In one possible implementation, the stator of the integrated starter-generator motor is fixedly connected to the inner wall of the mounting chamber, and the stator is located radially outside the rotor. Compared with the prior art, this results in higher engine integration and facilitates engine miniaturization. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the structure of this application;

[0011] Explanation of reference numerals in the attached figures:

[0012] 1. Engine housing; 11. Intake casing; 12. Combustion outer casing; 2. Compressor rotor; 3. Starter-generator integrated motor; 31. Motor rotor; 32. Motor stator; 4. Turbine rotor; 5. Main shaft; 6. Bracket; 10. Intake duct; 20. Combustion chamber; 30. Mounting chamber. Detailed Implementation

[0013] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the embodiments of this application and are not intended to limit the scope of protection of the embodiments of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0014] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0015] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0016] In the field of aircraft propulsion systems, existing eddy-electric hybrid systems use independently mounted engines and integrated generator motors connected by couplings. This design suffers from structural complexity, increased weight, and high precision requirements for installation. Specifically, because the eddy-electric hybrid system engine and integrated generator motor are installed separately, additional connecting components are needed, resulting in poor overall structural compactness and a larger size. Furthermore, the integrated generator motor is typically located in front of the compressor, which can negatively impact air intake. More seriously, installation and machining precision issues due to different shafts can cause rotor misalignment, leading to increased engine vibration.

[0017] Failure to effectively address these technical challenges will severely impact the performance and applications of multi-rotor UAVs. First, the increased weight and size will directly limit the UAV's range and payload capacity, reducing its practicality for long-endurance missions. Second, the complex structure and stringent assembly requirements will increase production and maintenance costs, reducing the overall economic efficiency of the system. Furthermore, decreased air intake efficiency will lead to reduced fuel efficiency, increasing operating costs. Most critically, excessive vibration will accelerate the fatigue of key components, increasing the risk of failure and seriously affecting flight safety. If these problems remain unresolved, they will restrict the widespread use of multi-rotor UAVs in demanding applications such as military reconnaissance, emergency rescue, and agricultural monitoring. Therefore, a new technical solution is urgently needed to address these issues, improve the integration and performance of eddy electric hybrid systems, and provide better power support for the development of multi-rotor UAVs.

[0018] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0019] See Figure 1 This application discloses a coaxial hybrid power system engine, including: an engine housing 1, a compressor, an integrated starter-generator motor 3, a turbine, and a main shaft 5; the engine housing 1 has an intake duct 10 and a combustion chamber 20 connected inside, the combustion chamber 20 is located behind the intake duct 10, and an airtight installation chamber 30 is provided between the intake duct 10 and the combustion chamber 20; the compressor is disposed in the intake duct 10, close to the intake port of the intake duct 10; the integrated starter-generator motor 3 is disposed in the installation chamber 30, and is located behind the compressor; the turbine is disposed in the combustion chamber 20; the main shaft 5 is rotatably disposed in the engine housing 1, and the main shaft 5 passes through the compressor rotor 2, the motor rotor 31 of the integrated starter-generator motor 3, and the turbine rotor 4 of the turbine in sequence from front to back along the axial direction. The compressor rotor 2, the motor rotor 31, and the turbine rotor 4 are all coaxially fixedly connected to the main shaft 5 to form a power transmission system.

[0020] Among them, the engine housing 1 refers to the external structure including the air intake duct 10, the mounting chamber 30, and the combustion chamber 20, and can be made of metallic materials such as titanium alloy or high-temperature alloy to meet the requirements of high temperature and high pressure environment; the compressor refers to the device used to compress the intake air, and can be an axial flow or centrifugal compressor, which compresses the air to a higher pressure through high-speed rotating blades; the starter-generator integrated motor 3 refers to the motor that integrates starting and power generation functions, and can be a permanent magnet synchronous motor or induction motor, which realizes the switching between electric and power generation functions in different working modes; the turbine refers to the rotating device driven by high temperature and high pressure gas, and can be a single-stage or multi-stage turbine structure, which drives the main shaft 5 by converting the thermal energy of the gas into mechanical energy; the main shaft 5 refers to the central shaft running through the entire power system, and can be made of high-strength alloy material, used to transmit and distribute power.

[0021] As described above, the engine housing 1 has a connected intake duct 10 and combustion chamber 20 inside. The combustion chamber 20 is located behind the intake duct 10. This design optimizes the airflow path and improves the overall performance of the engine. The compressor is located inside the intake duct 10, close to the intake port of the intake duct 10, and is used to compress the incoming air. The starter-generator integrated motor 3 is located inside the mounting chamber 30 and behind the compressor. This layout avoids direct impact on the intake air and can utilize the compressed airflow for cooling. The turbine is located inside the combustion chamber 20 and is used to convert the thermal energy of the combustion gas into mechanical energy. The main shaft 5 is the core of the entire system. It is rotatably mounted inside the engine housing 1 and passes through the compressor rotor 2, the starter-generator integrated motor 3 motor rotor 31, and the turbine rotor 4 of the turbine in sequence from front to back along the axial direction. The compressor rotor 2, motor rotor 31, and turbine rotor 4 are all coaxially fixedly connected to the main shaft 5, forming a highly efficient power transmission system. This coaxial design eliminates the alignment problem between different shafts and greatly reduces vibration.

[0022] When the engine is running, the compressor first compresses the incoming air, and the compressed air enters the combustion chamber 20. In the combustion chamber 20, the compressed air mixes with the fuel and burns to produce high-temperature and high-pressure gas. This gas drives the turbine to rotate, and the turbine drives the compressor and the integrated starter motor 3 to rotate together through the main shaft 5. During the engine start-up phase, the integrated starter motor 3 drives the main shaft 5 to rotate as an electric motor. After the engine reaches its rated speed, it switches to generator mode to supply power to external equipment.

[0023] In this embodiment, the engine housing 1 includes a coaxially arranged intake casing 11 and combustion outer casing 12, with the combustion outer casing 12 detachably connected to the rear end of the intake casing 11. Specifically, the coaxial arrangement of the intake casing 11 and the combustion outer casing 12 ensures the coaxiality and stability of the entire engine housing 1. The intake casing 11 mainly houses the compressor and the integrated starter-generator motor 3, while the combustion outer casing 12 mainly houses the combustion chamber 20 and the turbine. This partitioned design makes the installation and maintenance of each functional component more convenient. This design has multiple advantages: First, it facilitates engine assembly and disassembly, greatly improving maintenance efficiency; second, when it is necessary to inspect or replace rear-end components such as the combustion chamber 20 and the turbine, only the combustion outer casing 12 needs to be disassembled, without disassembling the entire engine housing 1, which greatly simplifies the maintenance process; third, this design also provides convenience for possible future upgrades or modifications, allowing for the replacement of combustion outer casing 12 of different specifications as needed.

[0024] In this embodiment, the mounting chamber 30 is equipped with two supports 6 for supporting the main shaft 5, located at the axial front and rear ends of the motor rotor 31. Specifically, the two supports 6 can be arranged in various ways; for example, the supports 6 can adopt a ring structure and be fixedly connected to the inner wall of the mounting chamber 30. In practical applications, the arrangement of the two supports 6 significantly improves the stability of the main shaft 5; since the supports 6 are located at the axial front and rear ends of the motor rotor 31, they can effectively suppress the vibration and eccentricity of the main shaft 5; the two ends of the main shaft 5 provide high support for the compressor rotor 2 and the turbine rotor 4; this design not only improves the operating stability of the engine but also extends the service life of each component.

[0025] In this embodiment, the main shaft 5 is rotatably connected to two supports 6 via rotary bearings. Specifically, the two supports 6 can be made of metal materials, such as titanium alloy or high-strength steel, to provide sufficient strength and rigidity; the supports 6 can be fixed to the inner wall of the mounting chamber 30 by bolts or welding; the rotary bearings can be preloaded to eliminate axial and radial clearances, further improving the operational stability of the main shaft 5.

[0026] In this embodiment, the stator 32 of the integrated starter motor 3 is fixedly connected to the inner wall of the mounting chamber 30, and the stator 32 is located radially outside the motor rotor 31. Specifically, fixing the stator 32 to the inner wall of the mounting chamber 30 can achieve the following technical effects: First, it simplifies the overall structure, reduces independent mounting components, and improves the system's compactness; second, by directly fixing it to the inner wall of the mounting chamber 30, the overall weight is reduced; third, this fixing method improves installation accuracy, helps reduce vibration, and improves system stability.

[0027] In this embodiment, the outer side of the motor stator 32 is provided with heat dissipation fins extending into the air intake duct 10, and the heat dissipation fins are arranged parallel to the airflow direction of the air intake duct 10. Specifically, the arrangement of the heat dissipation fins can increase the contact area between the motor stator 32 and the surrounding air, thereby accelerating heat dissipation; extending the heat dissipation fins into the air intake duct 10 and arranging them parallel to the airflow direction of the air intake duct 10 can make full use of the airflow in the air intake duct 10 for heat dissipation, improving heat dissipation efficiency; this design not only solves the motor heat dissipation problem, but also ensures unobstructed airflow in the air intake duct 10, without significantly affecting the engine's intake efficiency.

[0028] In this embodiment, a fuel injection device and an ignition device are also included, which are installed within the combustion chamber 20. This design aims to address the issues of fuel supply and ignition control, thereby ensuring normal engine operation and efficient combustion.

[0029] This embodiment also provides a multi-rotor drone, including the coaxial hybrid power system engine as described above. The drone also includes a control system, which adjusts the output power of the coaxial hybrid power system engine in real time according to the flight status, and supplies power to the rotor motor of the drone through the power generation function of the integrated starter-generator motor 3. The drone also includes a battery for supplying power to the rotor motor, and the battery is electrically connected to the stator 32 of the integrated starter-generator motor 3.

[0030] The multi-rotor UAV proposed in this application uses a coaxial hybrid power system engine as its power source. A control system enables real-time adjustment of the engine's output power, and the integrated starter-generator motor 3 generates electricity to power the rotor motor and battery. The multi-rotor UAV of this application includes the following key features:

[0031] 1. Coaxial hybrid power system engine: As the main power source of the UAV, the engine integrates a compressor, an integrated starter motor 3 and a turbine, and transmits power through the main shaft 5. This compact design can reduce the size and weight of the engine, which is beneficial to improving the payload capacity of the UAV.

[0032] II. Control System: Responsible for adjusting the engine's output power in real time according to the flight status; the control system can use a variety of sensors and algorithms to monitor and analyze the UAV's flight parameters, such as altitude, speed, attitude, etc., so as to accurately control the engine's working status; for example, during takeoff and climb phases, the control system may increase the engine's output power; while during cruise phase, it may reduce the power to save fuel.

[0033] III. Power generation function of the integrated starter motor 3: After the engine reaches the rated speed, the integrated starter motor 3 switches to generator mode to power the rotor motor of the UAV; this design achieves efficient energy utilization, reduces the need for additional power generation equipment, and further reduces the complexity and weight of the system.

[0034] IV. Rotor Motor Power Supply System: The rotor motor is powered by the generator function of the integrated starter motor 3, which realizes flexible power distribution. This method can dynamically adjust the power output of each rotor according to flight requirements, thereby improving flight stability and maneuverability.

[0035] V. Battery System: As an auxiliary power source, it is electrically connected to the stator 32 of the starter motor 3; when the engine power is insufficient or additional power support is required, the battery can provide supplementary power, enhancing the reliability and flexibility of the system.

[0036] The multi-rotor UAV of this application has significant advantages in the following aspects: First, by integrating a coaxial hybrid power system engine, the system's energy density and endurance are significantly improved; second, the real-time power adjustment and intelligent control system enable the UAV to more flexibly respond to different flight states and mission requirements; third, the coordinated operation of the integrated starter-generator motor 3 and the battery provides a more stable and reliable power supply for the system; finally, the high integration of the entire system reduces the number of components, improves reliability, and also reduces maintenance costs. These advantages make the multi-rotor UAV of this application particularly suitable for application scenarios requiring long-duration flight, high maneuverability, and multi-functionality.

[0037] In the description of the embodiments of this application, it should be noted that the terms "inner" and "outer" and other terms indicating direction or positional relationship are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application.

[0038] In the description of this application, the references to terms such as "an embodiment," "some embodiments," "in this embodiment," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0039] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A coaxial hybrid system engine characterized by, The application relates to an engine housing (1) internally provided with an air inlet channel (10) and a combustion chamber (20) in communication, the combustion chamber (20) being located at the rear side of the air inlet channel (10), an airtight installation chamber (30) being arranged between the air inlet channel (10) and the combustion chamber (20); a compressor arranged in the air inlet channel (10) and close to the air inlet of the air inlet channel (10); a start-up integrated motor (3) arranged in the installation chamber (30) and located at the rear side of the compressor; a turbine arranged in the combustion chamber (20); a main rotating shaft (5) rotationally arranged in the engine housing (1), the main rotating shaft (5) sequentially penetrating the compressor rotating shaft (2), the motor rotor (31) of the start-up integrated motor (3) and the turbine rotating shaft (4) from front to back along the axial direction, the compressor rotating shaft (2), the motor rotor (31) and the turbine rotating shaft (4) being coaxially fixedly connected with the main rotating shaft (5) to form a power transmission system. The engine housing (1) comprises a coaxially arranged air inlet casing (11) and a combustion outer casing (12), the combustion outer casing (12) being detachably connected at the rear end of the air inlet casing (11). The installation chamber (30) is provided with two supports (6) for supporting the main rotating shaft (5), the two supports (6) being located at the front and rear ends of the motor rotor (31) in the axial direction. The main rotating shaft (5) is rotationally connected to the two supports (6) through rotating bearings. The motor stator (32) of the start-up integrated motor (3) is fixedly connected to the inner wall of the installation chamber (30), and the motor stator (32) is located at the radial outer side of the motor rotor (31). The outer side of the motor stator (32) is provided with heat dissipation fins extending into the air inlet channel (10), and the heat dissipation fins are arranged in parallel with the airflow direction of the air inlet channel (10).

2. The coaxial hybrid system engine of claim 1, wherein, The application further comprises fuel injection devices and ignition devices, and the fuel injection devices and the ignition devices are arranged in the combustion chamber (20).

3. The coaxial hybrid system engine of claim 1, wherein, ​ 4. The coaxial hybrid system engine of claim 3, wherein, ​ 5. The coaxial hybrid system engine of claim 1, wherein, ​ 6. The coaxial hybrid system engine of claim 5, wherein, ​ 7. The coaxial hybrid system engine of claim 1, wherein, ​

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