Hybrid engine and hybrid drone comprising same

Abstract

A hybrid power engine and a hybrid unmanned aerial vehicle including the same are disclosed. The hybrid power engine of the present invention includes: an internal combustion engine having a combustion chamber therein with an ignition plug disposed at its end, and a plurality of cooling fins disposed thereon to increase the contact area with external air; a generator connected to the internal combustion engine to generate electrical energy; and at least one cooling fan to generate airflow for cooling the ignition plug and the internal combustion engine, wherein the cooling fan is disposed upstream of the ignition plug with reference to the direction of external airflow, and cooling fins are disposed downstream of the ignition plug along the direction of external airflow.

Description

TECHNICAL FIELD

[0001] The present application relates to a hybrid engine, and more particularly, to a hybrid engine having improved cooling performance and a hybrid drone including the same. BACKGROUND

[0002] Generally, a multicopter, which is recognized as a drone, means an aircraft having no cockpit for a person to ride, which is adjusted by a user through a remote controller or a control device installed on the multicopter.

[0003] Such a multicopter is applied to various fields such as military, business, science, entertainment, agriculture, police, surveillance, product distribution, aerial photography, drone racing, disaster rescue, etc.

[0004] In addition, in general, a multicopter uses an electric battery as a power supply device.

[0005] Accordingly, the longest flight time of a multicopter driven by an electric battery is about 30 minutes, and in the case where accessories such as lighting, a camera, etc. are installed, the multicopter has a problem in that its flight time becomes shorter to within 10 minutes due to its own weight.

[0006] In order to solve such a problem, a hybrid drone has been recently developed more frequently.

[0007] As an example, a hybrid drone has a propeller driving battery, an engine, and a generator together. At this time, the engine of the hybrid drone can be an internal combustion engine that performs a piston reciprocating motion.

[0008] In such a hybrid drone, the engine is driven to operate the generator, and the electricity generated from the generator is stored in the battery or supplied to the motor and stored.

[0009] As described above, the hybrid drone is combined with an internal combustion engine and a battery and a motor, and the electric energy generated by the driving of the engine is supplied to the motor and the battery connected in series or in parallel.

[0010] In addition, since the internal combustion engine used in the hybrid drone performs a piston reciprocating motion, it reaches a very high temperature. In particular, the spark plug located in the nose portion of the engine and the combustion chamber outside the engine around the same reach the highest heat state. For this reason, in order to stably drive the hybrid drone, the spark plug and the surrounding portion thereof need to be cooled.

[0011] In order to cool the spark plug and the periphery of the engine, in the related art hybrid engine, the flow direction of the external air flowing into the spark plug is configured to cross the engine head of the spark plug not provided with the engine or to be directed toward the engine block. Also, the plurality of cooling fins formed on the hybrid engine is configured to have a direction parallel to the flow direction of the external air, and the plurality of cooling fins for cooling the periphery is configured to be directed toward a direction perpendicular to the reciprocating direction of the piston provided in the combustion chamber of the engine. Thus, the surface temperature of the front of the engine head and the engine block of the hybrid engine, i.e., the surface directly contacted with the external air and the surface at the back thereof as the opposite surface, are inevitably different from each other.

[0012] Specifically, in the case where the flow direction of the external air flowing into the engine from the outside is configured to cross the direction of the engine head or the direction of the engine block, there will be almost no cooling effect of the spark plug and the periphery thereof based on the flowing air.

[0013] Therefore, if the surface temperatures of the front and the back of the hybrid engine head and the combustion chamber portion are different from each other, even if the entire engine is cooled, there is a problem that the cooling performance and effect of the spark plug and the periphery of the combustion chamber, which are important portions of the hybrid engine, are reduced. Further, if the spark plug and the combustion chamber portion of the engine are not well cooled, the operation of the hybrid engine can be induced due to the overheating of the engine itself, and as a result, there is a problem that the durability of the hybrid unmanned aerial vehicle itself is reduced.

[0014] Also, the cooling fins formed on the related art hybrid engine have an arrangement direction arranged in the longitudinal direction of the cooling fins. Thus, the cooling fins have the arrangement direction (horizontal direction) orthogonal to the reciprocating direction of the piston in the inside of the engine.

[0015] Thus, in the related art hybrid engine, even if the external air flows along the cooling fins, since it does not contact the entire area of the engine, there is a problem that the engine is not easily cooled as a whole. Also, in the case as described above, the external air flowing into the engine contacts the front surface of the engine, but almost does not contact the back surface of the engine, and thus, there is a problem that the cooling effect and performance of the front surface and the back surface of the engine cannot be the same.

[0016] In view of this, there is an urgent need to develop a hybrid engine having improved cooling performance capable of solving the problems as described above and a hybrid unmanned aerial vehicle including the same. SUMMARY

[0017] PROBLEMS TO BE SOLVED

[0018] The present application aims to provide a hybrid engine having improved cooling performance of a spark plug and an internal combustion engine portion and a hybrid unmanned aerial vehicle including the same.

[0019] The problem to be solved by the present application is not limited to the above-mentioned problem, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.

[0020] Technical solution to the problem

[0021] The above-mentioned object can be achieved by the hybrid engine of the present application, which includes: an internal combustion engine portion having a combustion chamber in which a spark plug is disposed at an end portion thereof and a plurality of cooling fins for increasing a contact area with external air; a generator connected to the internal combustion engine portion and generating electric energy; and at least one cooling fan generating wind for cooling the spark plug and the internal combustion engine portion, the cooling fan being disposed on an upstream side of the spark plug with reference to a flow direction of the external air, and the cooling fins being disposed on a downstream side of the spark plug along the flow direction of the external air.

[0022] Further, the above-mentioned object can be achieved by the hybrid engine of the present application, which includes: an internal combustion engine portion having a combustion chamber in which a spark plug is disposed at an end portion thereof and a plurality of cooling fins for increasing a contact area with external air; and a generator connected to the internal combustion engine portion and generating electric energy, at least one piston reciprocating inside the combustion chamber being disposed in the internal combustion engine portion, the plurality of cooling fins being formed in parallel with a movement direction of the piston, and the external air flowing into the internal combustion engine portion being configured to flow in the same direction as the arrangement direction of the plurality of cooling fins.

[0023] In addition, the above-mentioned object can be achieved by the hybrid unmanned aerial vehicle of the present application, which includes: a housing having a hollow portion; one or more arms extending radially from the housing; a propeller driving motor provided at an end portion of the one or more arms; a propeller combined with a rotation shaft of the motor and generating thrust; a battery providing driving force to the motor; and a hybrid engine provided in the housing and configured to supply electric energy generated by driving to the motor or the battery, the hybrid engine including: at least one internal combustion engine portion having a combustion chamber in which a spark plug is disposed at an end portion thereof and a plurality of cooling fins for increasing a contact area with external air; a generator connected to the internal combustion engine portion and generating electric energy; and at least one cooling fan generating wind for cooling the spark plug and the internal combustion engine portion, the cooling fan being disposed on an upstream side of the spark plug with reference to a flow direction of the external air, and the cooling fins being disposed on a downstream side of the spark plug along the flow direction of the external air.

[0024] Technical effects

[0025] According to the hybrid engine and the hybrid drone including the same, as a rotation axis of the cooling fan and a center axis of the ignition plug are arranged in a coaxial manner on a virtual axis, cooling performance of the ignition plug and the internal combustion engine portion can be improved by wind generated by the cooling fan. Further, as the cooling performance of the ignition plug and the internal combustion engine portion is improved, abnormal operation of the hybrid drone due to overheating of the hybrid engine can be prevented in advance.

[0026] Also, according to the cooling fin of the hybrid engine, as the cooling fin is formed in a radial type or a lattice type with the ignition plug of the internal combustion engine portion as a center, cooling performance of the internal combustion engine portion through the cooling fin can be more improved using wind generated in the cooling fan. Further, as external air flowing into the internal combustion engine portion or wind generated in the cooling fan is configured to flow along the cooling fin of the radial type or the lattice type, the internal combustion engine portion can be more effectively cooled. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 is a diagram for explaining driving of the hybrid engine of the first embodiment of the present application.

[0028] Figure 2 is a diagram showing the hybrid engine except for the fairing shown in Figure 1 .

[0029] Figure 3 and Figure 4 is a diagram for explaining the fairing shown in Figure 1 .

[0030] Figure 5 is a diagram for explaining an example of the internal combustion engine portion shown in Figure 1 and Figure 2 .

[0031] Figure 6 is a diagram showing a configuration of the internal combustion engine portion shown in Figure 5 from an upper portion.

[0032] Figure 7 is a diagram showing a configuration of the internal combustion engine portion shown in Figure 5 from a lower portion.

[0033] Figure 8 is a diagram showing another example of the internal combustion engine portion shown in Figure 5 .

[0034] Figure 9 is a diagram showing a configuration of the internal combustion engine portion shown in Figure 8 from an upper portion.

[0035] Figure 10 is a diagram showing a configuration of the internal combustion engine portion shown in Figure 9 from a lower portion.

[0036] Figures 11 to 13 It is used for explanation Figure 1 and Figure 2 A diagram showing the shape of the cooling fins.

[0037] Figure 14 This is a diagram illustrating the driving of a hybrid power engine according to a second embodiment of the present invention.

[0038] Figure 15 It shows the removal Figure 14 The diagram shows the hybrid engine outside the fairing.

[0039] Figure 16 It is used for explanation Figure 14 The diagram shows the fairing.

[0040] Figure 17 and Figure 18 This is a graph showing the airflow velocity into a hybrid engine of the second embodiment of the present invention, which includes radial or lattice-shaped cooling fins, as demonstrated by CFD analysis experiments.

[0041] Figure 19 It is through CFD analysis experiments that existing horizontal hybrid power engines and Figure 10 The diagram shows a comparison of the temperature distribution of the internal combustion engine section with radial and lattice-type cooling fins in the hybrid engine. Detailed Implementation

[0042] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, so that those skilled in the art can readily implement the present invention. The present invention can be implemented in many different forms and is not limited to the embodiments described herein.

[0043] It should be noted that the accompanying drawings are schematic and not to scale. For clarity and convenience, the relative dimensions and proportions of the parts shown in the drawings are exaggerated or reduced in size, and any dimensions are illustrative rather than limiting. Furthermore, in the same structures, elements, or components shown in more than one drawing, the same reference numerals are used to indicate similar features.

[0044] The embodiments of the present invention specifically illustrate the preferred embodiments of the invention. As a result, various modifications of the drawings are contemplated. Therefore, the embodiments are not limited to the specific morphology of the illustrated areas, and also include, for example, modifications of the morphology due to manufacturing processes.

[0045] Hereinafter, a hybrid power engine and a hybrid drone including the present invention will be described with reference to the accompanying drawings.

[0046] First, refer to Figure 1 , Figure 2 , Figure 14 as well as Figure 15 The hybrid power engines 100 and 200 of the present invention include a generator 110 and an internal combustion engine 120.

[0047] Such hybrid engines 100 and 200 can be used in a variety of applications, including automobiles, aircraft, two-wheeled vehicles, prime movers, bicycles, and unmanned aerial vehicles.

[0048] The hybrid power engines 100 and 200 of the embodiments of the present invention can be applied, for example, to unmanned aerial vehicles (UAVs) that do not have a cockpit for human passengers.

[0049] For reference, the following description uses an embodiment of the hybrid power engine 100, 200 of the present invention as an example of its application to a drone, but is not limited thereto.

[0050] Furthermore, although not illustrated, the hybrid power engines 100 and 200 of embodiments of the present invention can be mounted on hybrid unmanned aerial vehicles.

[0051] Such a hybrid-powered drone includes: a shell having a hollow section; one or more arms extending radially from the shell; propeller drive motors, each disposed at the end of one or more arms; propellers, coupled with the rotation shafts of the respective motors and generating thrust; a battery providing driving force to the propeller drive motors; and hybrid-powered engines 100 and 200 disposed in the shell and configured to supply electrical energy generated by the drive to the propeller drive motors or the battery.

[0052] The following is for reference Figures 1 to 16 The hybrid power engines 100 and 200 included in the hybrid drone of the embodiments of the present invention will be described in detail.

[0053] First, refer to Figures 1 to 13 The hybrid power engine 100 of the first embodiment of the present invention will be described.

[0054] Reference Figure 1 and Figure 2 The hybrid power engine 100 of the first embodiment of the present invention includes: a generator 110, an internal combustion engine 120, and a cooling fan 130.

[0055] The hybrid power engine 100 of the first embodiment of the present invention includes an internal combustion engine section 120.

[0056] The internal combustion engine section 120 has a combustion chamber inside, and at least one ignition plug 122 is disposed at the end of the combustion chamber. In addition, the internal combustion engine section 120 is provided with a plurality of cooling fins 127 for increasing the contact area with external air flowing toward the internal combustion engine section 120.

[0057] The internal combustion engine 120 is driven by the reciprocating motion of at least one piston 124 located in the combustion chamber inside. This internal combustion engine 120 is connected to the generator 110.

[0058] The generator 110 uses the driving force of the internal combustion engine 120 to rotate and generate electrical energy.

[0059] Although not shown in the figure, the electrical energy generated in the generator 110 is supplied to the motor or battery connected to the internal combustion engine section 120 and stored.

[0060] For reference, generator 110 can be connected to a motor or battery in series or in parallel.

[0061] At this time, when the piston 124 of the internal combustion engine section 120 reciprocates, the internal combustion engine section 120 will reach a high temperature.

[0062] For example, if the internal combustion engine section 120 remains at a high temperature, the overheating of the internal combustion engine section 120 may cause abnormal operation of the hybrid power engine 100 itself.

[0063] To address this problem, the hybrid engine 100 of the first embodiment of the present invention is provided with at least one cooling fan 130 that generates air for cooling the ignition plug 122 and the internal combustion engine section 120.

[0064] In the hybrid engine 100 of the first embodiment of the present invention, the ignition plug 122 may be provided in the internal combustion engine section 120 only once, or more than once as needed.

[0065] For example, if there is only one ignition plug 122, the ignition plug 122 is cooled by directing the airflow generated in the cooling fan 130 toward the ignition plug 122.

[0066] On the other hand, when there is more than one ignition plug 122, the cooling fan 130 is rotated or moved. As a result, the air generated in the cooling fan 130 is directed toward the center of the upper end of the engine head portion of the internal combustion engine section 120, thereby also cooling the multiple ignition plugs 122.

[0067] For reference, in the hybrid engine 100 of the first embodiment of the present invention, the case in which an ignition plug 122 is provided in the internal combustion engine section 120 is described, but it is not limited to this.

[0068] One or more cooling fans 130 are provided on the inflow side of the ignition plug 122 where external air flows in, and they generate air to cool the ignition plug 122 and the internal combustion engine section 120.

[0069] like Figure 1 As shown, air generated by the drive of the cooling fan 130 will flow into the inlet 121 of the ignition plug 122.

[0070] The inlet 121 of the ignition plug 122 is provided between the cooling fan 130 and the ignition plug 122, which can indicate the location where the air generated by the cooling fan 130 begins to flow into the ignition plug 122.

[0071] As described above, when the cooling fan 130 is driven, airflow is generated by the rotation of the cooling fan 130. At this time, no airflow is generated at the center of the cooling fan 130, i.e., the rotation shaft F, but airflow is generated in the blade portion of the cooling fan 130.

[0072] As described above, the air generated in the cooling fan 130 will flow along the inlet 121 towards the ignition plug 122 via the blades.

[0073] The cooling fan 130 is positioned upstream of the ignition plug 122, along the direction of airflow. The cooling fins 127 are positioned downstream of the ignition plug 122, along the direction of airflow.

[0074] At this time, the direction of the external air flowing into the ignition plug 122 can be set in the same direction as the airflow generated in the cooling fan 130.

[0075] In addition, such as Figure 1 As shown, the rotating shaft F of the cooling fan 130 and the central shaft S of the ignition plug 122 are configured to be arranged coaxially on a virtual axis connecting the rotating shaft F of the cooling fan 130 and the central shaft S of the ignition plug 122.

[0076] Therefore, the airflow generated in the cooling fan 130 flows towards the ignition plug 122, contacts and cools the ignition plug 122. Next, it contacts the cooling fins 127 of the internal combustion engine section 120 and cools the internal combustion engine section 120. After cooling the internal combustion engine section 120, it has a flow direction that discharges to the outside through the generator 110 (see reference). Figure 1 and Figure 2 (The direction of the arrow).

[0077] Furthermore, the airflow direction generated in the cooling fan 130 is configured to be on the same line as the ignition plug 122 and the internal combustion engine section 120.

[0078] Therefore, the air generated in the cooling fan 130 will first come into contact with and cool the ignition plug 122. After cooling the ignition plug 122, the internal combustion engine section 120 will be cooled by the cooling fins 127 of the internal combustion engine section 120.

[0079] For reference, when the cooling fan 130 is on the same line as the ignition plug 122, the rotation axis F of the cooling fan 130 may not be aligned with the central axis S of the ignition plug 122.

[0080] In this case, the cooling fan 130 needs to be configured so that the airflow generated in the cooling fan 130 is directed toward the ignition plug 122 in order to cool the ignition plug 122.

[0081] For example, the cooling fan 130 can be rotated in one direction to direct the airflow generated in the cooling fan 130 toward the ignition plug 122. Alternatively, the size of the blades of the cooling fan 130 can be increased to direct the airflow generated in the cooling fan 130 toward the ignition plug 122.

[0082] Furthermore, the airflow direction generated in the cooling fan 130 is configured to have a predetermined angle with the drive shaft G of the generator 110.

[0083] In other words, based on the direction of airflow from the cooling fan 130 to the ignition plug 122, a virtual line connecting the upstream and downstream of the ignition plug 122 is formed at a predetermined angle to the drive shaft G of the generator 110.

[0084] The airflow direction generated in the cooling fan 130 and the drive shaft G of the generator 110 can be configured to a specified angle in the range of 70 to 110 degrees.

[0085] Reference Figure 1 and Figure 2 The generator 110 is positioned vertically relative to the horizontally arranged internal combustion engine section 120.

[0086] For example, based on the direction of airflow from the cooling fan 130 to the ignition plug 122, the virtual line connecting the upstream and downstream of the ignition plug 122 is preferably configured to be orthogonal to each other with the drive shaft G of the generator 110, but is not limited thereto.

[0087] In addition, the internal combustion engine section 120, which is arranged in a horizontal direction, and the cooling fan 130, which is provided on the air inlet side of the internal combustion engine section 120, are arranged in parallel in the horizontal direction, i.e., in the transverse direction.

[0088] As the internal combustion engine section 120 and the cooling fan 130 are arranged in the horizontal direction, the ignition plug 122 will also be arranged in the same horizontal direction as the internal combustion engine section 120.

[0089] As a result, the air generated in the cooling fan 130 will also flow laterally, thus coming into contact with the ignition plug 122 and the cooling fins 127 of the internal combustion engine section 120, which are arranged on the same line.

[0090] At this time, refer to Figure 1 The internal combustion engine section 120 and the cooling fan 130, which are arranged in parallel along the horizontal direction, will be covered by the fairing 140.

[0091] The fairing 140 is configured to be arranged in the same direction as the internal combustion engine section 120 and the cooling fan 130, and to surround the internal combustion engine section 120 and the cooling fan 130. In other words, the fairing 140 is configured to have a lateral length in the lateral direction, thereby surrounding the internal combustion engine section 120 and the cooling fan 130 arranged in the lateral direction.

[0092] Such a fairing 140 is formed in a shape that is introduced inward as part of it.

[0093] Reference Figure 3 The fairing 140 has a shape in which the two ends of the engine section 120, which is equipped with ignition plugs 122, are introduced inward.

[0094] As the portion of the internal combustion engine section 120 of the fairing 140 is formed inwardly, the fairing 140 can be configured as follows: Figure 4 The shape shown.

[0095] For reference, since the shape of the fairing 140 may affect the temperature reduction of the internal combustion engine section 120, the shape of the fairing 140 is not limited to the first embodiment of the present invention.

[0096] Furthermore, as described above, in the internal combustion engine section 120 of the embodiment of the present invention, cooling fins 127 are provided to increase the contact area between the air generated and flowing in the cooling fan 130 and the internal combustion engine section 120.

[0097] The cooling fins 127 are positioned downstream of the ignition plug 122, with reference to the position of the ignition plug 122 and along the direction of airflow.

[0098] Reference Figures 5 to 10In a hybrid power engine 100 according to an embodiment of the present invention, the cooling fins 127 and 127-1 can be formed in various forms. For reference, in the hybrid power engine 100 of the present invention, the cooling performance of the internal combustion engine section 120 and 120-1 may also be changed depending on the form of the cooling fins 127 and 127-1.

[0099] First, such as Figures 5 to 7 As shown, the cooling fins 127 provided in the internal combustion engine section 120 can be formed in a radial pattern. In other words, multiple cooling fins 127 are provided, and the multiple cooling fins 127 are formed radially with reference to the ignition plug 122 disposed at the center C of the internal combustion engine section 120.

[0100] As described above, with multiple cooling fins 127 formed radially with reference to the ignition plug 122, the contact area between the air generated in the cooling fan 130 and the cooling fins 127 will be increased, which will result in improved cooling performance of the internal combustion engine section 120.

[0101] In addition, such as Figures 8 to 10 As shown, the cooling fins 127-1 provided on the internal combustion engine section 120-1 can be formed in a grid pattern.

[0102] In other words, there are multiple cooling fins 127-1, and the multiple cooling fins 127-1 are configured to intersect each other in different directions with reference to the ignition plug 122 located at the center C of the internal combustion engine section 120.

[0103] At this time, the multiple cooling fins 127-1 can be configured such that at least a portion of them intersect each other, with a predetermined interval between them based on the ignition plug 122.

[0104] Specifically, multiple cooling fins 127-1 are referenced to the center C of the internal combustion engine section 120-1, i.e., the center of the ignition plug 122, and include those along a first direction (in... Figure 12 Multiple first fin members 127-1a are formed in the longitudinal direction, and a second direction (in the direction different from the first fin members 127-1a) is formed in the longitudinal direction. Figure 10 Multiple second fin components 127-1b are formed in the horizontal direction.

[0105] At this time, the second fin member 127-1b can be configured to intersect at least a portion of the first fin member 127-1a.

[0106] Furthermore, in the first fin member 127-1a and the second fin member 127-1b arranged in an intersecting manner, at least a portion of them are configured to be separated from the ignition plug 122 disposed at the center C of the internal combustion engine section 120 by a predetermined interval.

[0107] For example, such asFigure 8 and Figure 9 As shown, a portion of the first fin member 127a of the cooling fin 127 can be configured to be spaced apart from the ignition plug 122 located at the center C of the internal combustion engine section 120-1. At this time, other portions of the first fin member 127a are configured to extend and connect without being spaced apart.

[0108] On the other hand, the second fin member 127-1b can be configured to be spaced apart from the first fin member 127-1a, which is provided in an extended state based on the ignition plug 122 disposed at the center C of the internal combustion engine section 120-1.

[0109] Additionally, refer to Figure 5 and Figure 10 An exhaust port 128 is formed on one side of the internal combustion engine section 120, 120-1, which includes cooling fins 127, 127-1.

[0110] like Figure 5 and Figure 10 As shown, the shape of the cooling fins 127 and 127-1 can be changed depending on the location and size of the exhaust port 128.

[0111] For example, the cooling fins 127 and 127-1 can be formed to completely cover the upper end of the exhaust port 128, or they can be formed to partially cover it. Furthermore, the cooling fins 127 and 127-1 can also be formed without covering the exhaust port 128.

[0112] That is, the cooling fins 127 and 127-1 are formed either to cover the exhaust port 128 or not to cover the exhaust port 128, and can be changed according to the position and shape of the exhaust port 128 and the cooling performance of the internal combustion engine section 120 and 120-1.

[0113] For reference, see Figure 5 and Figure 10 Alternatively, the bottom surface of the internal combustion engine section 120 or 120-1 can be formed flat.

[0114] When multiple internal combustion engine sections 120 and 120-1 are formed, this has the effect of being able to stably fasten the internal combustion engine sections 120 and 120-1 using their flat bottom surfaces.

[0115] Additionally, refer to Figures 11 to 13 At least one air contact portion h can be formed on the cooling fins 127 and 127-1.

[0116] The air contact portion h is used to improve the cooling effect of the internal combustion engine 120, 120-1 based on the air generated in the cooling fan 130 and flowing into the internal combustion engine 120, 120-1.

[0117] Such air contact portions h are preferably formed in one or more of the cooling fins 127, 127-1. For example, Figure 11 As shown, the air contact portion h can be formed into a circular shape. Furthermore, as... Figure 12 and Figure 13 As shown, the air contact portion h can also be formed into a polygonal shape such as a triangle or a rhombus.

[0118] Furthermore, when the air contact portion h is formed as one of multiple circular, triangular or polygonal shapes among the cooling fins 127, 127-1, the multiple air contact portions h can all be formed with the same size, or they can be formed with different sizes from each other.

[0119] For reference, such as Figures 11 to 13 As shown, although the air contact portion h formed on the cooling fins 127, 127-1 is shown to be circular, triangular, or rhomboid, it is not limited to this and can be formed in other shapes as needed. Furthermore, Figures 11 to 13 The shape and size of the cooling fins 127 and 127-1 shown can be modified, and the present invention is not limited thereto.

[0120] Furthermore, the air contact portion h can be formed in at least one shape within a hole or groove. In this case, such as... Figures 11 to 13 As shown, the air contact portion h is preferably formed as a hole, but it is not limited to this. In order to increase the contact area of ​​air (or wind) with the cooling fins 127, 127-1, it can also be formed in other forms.

[0121] As described above, when multiple air contact portions h are formed in the cooling fins 127 and 127-1, it has the effect of reducing not only the weight of the cooling fins 127 and 127-1, but also the weight of the internal combustion engine parts 120 and 120-1 themselves.

[0122] Furthermore, since multiple air contact portions h are formed on the cooling fins 127 and 127-1, the airflow from the cooling fan 130 to the internal combustion engine section 120 and 120-1 generates vortexes near the cooling fins 127 and 127-1, thereby increasing the cooling area of ​​the internal combustion engine section 120 and 120-1.

[0123] That is, under the action of multiple air contact portions h formed on the cooling fins 127, 127-1, the cooling effect of the internal combustion engine section 120, 120-1 based on the air flowing from the cooling fan 130 to the internal combustion engine section 120, 120-1 can be further improved.

[0124] The following is for reference Figures 14 to 16 The hybrid power engine 200 of the second embodiment of the present invention will be described with a focus on the differences from the foregoing embodiments.

[0125] The number of internal combustion engine section 120, ignition plug 122 and cooling fan 130 in the hybrid power engine 200 of the second embodiment of the present invention is different from that in the first embodiment, and the shape of the corresponding fairing 240 is different from that in the first embodiment. Otherwise, it is substantially the same as the first embodiment. Therefore, the same structural elements will be given the same names and reference numerals, and their descriptions will follow the description of the first embodiment.

[0126] Reference Figure 14 and Figure 15 The hybrid power engine 200 of the second embodiment of the present invention may include: a generator 110, a plurality of internal combustion engine units 120 and a plurality of cooling fans 130.

[0127] The hybrid power engine 200 of the second embodiment of the present invention may include two internal combustion engine units 120 and two cooling fans 130.

[0128] At this time, the two internal combustion engine units 120 are arranged in the transverse direction, that is, in the horizontal direction, and the two internal combustion engine units 120 are configured to be connected to a generator 110.

[0129] For reference, the two internal combustion engine sections 120 can be arranged symmetrically with respect to the generator 110. Furthermore, the two internal combustion engine sections 120 are configured to be internally connected to each other, thereby transmitting the driving force generated in the two internal combustion engine sections 120 to the generator 110. In this case, one or more ignition plugs 122 are provided at each end of the two horizontally arranged internal combustion engine sections 120.

[0130] A cooling fan 130 is provided on the side of the external air inlet 121 of the ignition plug 120 at each end of the two horizontally arranged internal combustion engine sections 120.

[0131] In other words, in each of the ignition plugs 122 located at the ends of the two horizontally arranged internal combustion engine sections 120, at least one cooling fan 130 is provided in the inlet section 121 for the inflow of external air.

[0132] As described above, since there are two internal combustion engine units 120, ignition plugs 122 are respectively provided in the two internal combustion engine units 120. Furthermore, a cooling fan 130 is also provided on the inflow portion 121 side of each ignition plug 122 provided on each of the two internal combustion engine units 120.

[0133] like Figure 14 and Figure 15 As shown, the air generated by the cooling fans 130, which are respectively located near the ends of the two horizontally arranged internal combustion engine sections 120, comes into contact with the ignition plugs 122 located at the ends of the two horizontally arranged internal combustion engine sections 120, thereby cooling the ignition plugs 122. Then, after contacting and cooling the cooling fins 127 of each internal combustion engine section 120, the air is completely discharged to the outside through the generator 110.

[0134] Furthermore, in the hybrid power engine 200 of the second embodiment of the present invention, a plurality of internal combustion engine units 120 and a plurality of cooling fans 130 arranged in the horizontal direction are covered by a fairing 240.

[0135] At this time, as Figure 16 As shown, the fairing 240 is formed to have a long length in the lateral direction, in the same direction as the arrangement of the plurality of internal combustion engine units 120 and cooling fans 130. In other words, the fairing 240 is formed to have a long length in the lateral direction and is configured to surround the plurality of internal combustion engine units 120 and cooling fans 130.

[0136] At this time, similar to the fairing 140 of the first embodiment of the present invention described above, the fairing 240 can be formed such that both ends of each end of the engine head portion of the internal combustion engine 120 are introduced inward.

[0137] As described above, the portion of the internal combustion engine section 120 located in the fairing 240 is formed inwards, thereby increasing the airflow speed generated by the cooling fan 130. Furthermore, with a faster airflow speed generated by the cooling fan 130, the ignition plug 122 and the internal combustion engine section 120 can be cooled more effectively.

[0138] However, the shape of the fairing 240 described above is not limited to the embodiments of the present invention.

[0139] The following is for reference Figures 1 to 16 The hybrid power engines 100 and 200 will be described from a different perspective than the embodiments of the present invention described above.

[0140] The hybrid power engines 100 and 200 of the present invention may include internal combustion engine units 120 and 120-1 and generator 110 connected to the internal combustion engine units 120 and 120-1.

[0141] The internal combustion engine units 120 and 120-1 are provided with combustion chambers with ignition plugs 122 at their ends inside, and multiple cooling fins 127 and 127-1 are provided outside.

[0142] The cooling fins 127 of the internal combustion engine sections 120 and 120-1 are used to increase the contact area between the external air flowing into the internal combustion engine sections 120 and 120-1 and the internal combustion engine section 120.

[0143] At this time, the external air flowing into the internal combustion engine section 120, 120-1 can mean all the air flowing into the internal combustion engine section 120, 120-1 from the outside.

[0144] The plurality of cooling fins 127 can be formed in a radial pattern based on the ignition plug 122 disposed at the center C of the internal combustion engine section 120. Furthermore, the plurality of cooling fins 127-1 can be formed in a grid pattern intersecting each other in different directions based on the ignition plug 122 disposed at the center C of the internal combustion engine section 120-1.

[0145] Among them, multiple cooling fins 127, 127-1 of radial or grid type are formed parallel to the reciprocating motion direction of piston 124 located inside internal combustion engine section 120, 120-1.

[0146] In other words, multiple cooling fins 127, 127-1 are formed at predetermined intervals along the periphery of the internal combustion engine section 127, 127-1, and are arranged in a direction parallel to the reciprocating motion direction of the piston 124.

[0147] As described in the hybrid unmanned aerial vehicle 200 of the second embodiment of the present invention, when the plurality of internal combustion engine sections 120, 120-1 are arranged horizontally, the arrangement direction of the plurality of cooling fins 127, 127-1 can also be regarded as being formed along the same transverse direction as the arrangement direction of the plurality of internal combustion engine sections 120, 120-1.

[0148] As described above, the external air flowing into the internal combustion engine sections 120 and 120-1 is configured to flow in the same direction as the arrangement direction of the plurality of cooling fins 127 and 127-1 and to contact the internal combustion engine sections 120 and 120-1, and to flow along the internal combustion engine sections 120 and 120-1.

[0149] In other words, the external air flowing into the internal combustion engine section 120, 120-1 first contacts and cools the ignition plug 122. Then, the external air flows into the space between the multiple cooling fins 127, 127-1 and cools the internal combustion engine section 120, 120-1, and then is completely discharged to the outside through the generator 120.

[0150] For reference, as mentioned above, in the case of existing hybrid engines, the cooling fins are arranged in a horizontal direction orthogonal to the reciprocating direction of the piston in the internal combustion engine. Because external air cannot flow along the cooling fins in the internal combustion engine, the cooling effect and performance of the front and back of the internal combustion engine will differ, making it difficult to cool the internal combustion engine as a whole.

[0151] That is, compared with existing hybrid engines including horizontally arranged cooling fins perpendicular to the piston reciprocating motion direction, the hybrid engines 100 and 200 of the present invention, because the external air flowing into the internal combustion engine section 120 and 120-1 is formed to flow along the plurality of cooling fins 127 and 127-1, can cool the internal combustion engine section 120 and 120-1 as a whole. Furthermore, because the external air flowing into the internal combustion engine section 120 and 120-1 is configured to uniformly contact the front and back surfaces of the internal combustion engine section 120 and 120-1, the internal combustion engine section 120 and 120-1 can be cooled effectively as a whole.

[0152] For reference, as mentioned above, in the case of existing hybrid engines, the cooling fins are arranged in a direction orthogonal to the reciprocating direction of the piston in the internal combustion engine (horizontal direction). Because external air cannot flow along the cooling fins in the internal combustion engine, the cooling effect and performance of the front and back of the internal combustion engine will differ, resulting in difficulties in comprehensively cooling the internal combustion engine.

[0153] The following is for reference Figures 17 to 19 The results of CFD tests performed on hybrid engines 100 and 200 according to embodiments of the present invention will be briefly described.

[0154] For reference, the following description is limited to the hybrid engine 200 of the second embodiment of the present invention and describes the results of the CFD test.

[0155] Figure 17 and Figure 18 This is a graph showing the CFD test results of the airflow velocity entering the opposing hybrid engine 200.

[0156] Figure 17 The flow rate of the air flowing into the hybrid engine 200, which includes an internal combustion engine section 120 with radial cooling fins 127, is shown. Figure 18 The flow rate of the air flowing into the hybrid engine 200, which includes an internal combustion engine section 120-1 with lattice-shaped cooling fins 127-1, is shown.

[0157] At this time, as Figure 17 andFigure 18 As shown, the air flows in from both sides of the internal combustion engine sections 120 and 120-1 and flows toward the generator 110 located in the center of the internal combustion engine sections 120 and 120-1.

[0158] For reference only. Figure 17 and Figure 18 The velocity streamline indicates that the closer to the upper side (H1, H2) of the velocity streamline bar, the faster the airflow into the hybrid engine 200, and the closer to the lower side (L1, L2) of the velocity streamline bar, the slower the airflow into the hybrid engine 200.

[0159] Reference Figure 17 It shows that the air flowing in from the outside has a flow velocity of L1 to L2 at the initial entry positions a and e at each end of the multiple internal combustion engine sections 120, a flow velocity of H1 to H2 at the central positions b and c of the internal combustion engine section 120, and a flow velocity of H2 on the generator 110 side.

[0160] Reference Figure 18 It shows that the air flowing in from the outside has a flow velocity of level L1 at the initial entry positions a and e at each end of the multiple internal combustion engine sections 120-1, a flow velocity of 0 to L1 at the central positions b and c of the internal combustion engine section 120-1, and a flow velocity of level L1 on the generator 110 side of the internal combustion engine section 120-1.

[0161] That is, it can be determined that the flow velocity of the air flowing into the hybrid engine 200, which includes the internal combustion engine section 120-1 having cooling fins 127-1 formed in a grid pattern, is significantly increased compared to the flow velocity of the air flowing into the hybrid engine 200, which includes the internal combustion engine section 120-1 having cooling fins 127-1 formed in a grid pattern.

[0162] Figure 19 This is a graph showing the CFD test results of the temperature distribution of the internal combustion engine sections 120 and 120-1 of the hybrid engine 200.

[0163] Figure 19 The prior art shown illustrates the temperature distribution of an internal combustion engine section, including conventional horizontally shaped cooling fins formed along the outer periphery of a hybrid engine.

[0164] Figure 19 Image (a) shows the temperature distribution of the internal combustion engine section 120, including the radial cooling fins 127 of the hybrid engine 200. Furthermore, Figure 19(b) shows the temperature distribution of the internal combustion engine section 120-1, including the lattice-shaped cooling fins 127-1 of the hybrid engine 200.

[0165] For reference, see Figure 19 The closer the temperature distribution result is to red, the higher the temperature of the internal combustion engine section 120 of the hybrid engine 200; the closer the temperature distribution result is to blue, the lower the temperature of the internal combustion engine section 120-1 of the hybrid engine 200.

[0166] like Figure 19 As shown, the prior art and the embodiments of the present invention will produce differences in the temperature distribution near the ignition plug 122 of the internal combustion engine sections 120 and 120-1.

[0167] Specifically, such as Figure 19 As shown in the prior art, in a hybrid engine employing horizontal cooling fins, the temperature near the ignition plug P1 is higher than that of the internal combustion engine section P2, and is measured to be approximately 204 degrees.

[0168] In comparison, refer to Figure 19 In (a), in the hybrid engine 200 including radial cooling fins 127, the temperature distribution a' near the ignition plug 122 is shown to be higher than the temperature distribution a” near the cooling fins 127. At this time, the temperature near the ignition plug 122 of the hybrid engine 200 including radial cooling fins 127 is measured to be approximately 196.1 degrees.

[0169] Additionally, refer to Figure 19 In (b), in the hybrid engine 200 including the lattice-shaped cooling fins 127-1, the temperature distribution b' near the ignition plug 122 is shown to be higher than the temperature distribution b” near the cooling fins 127-1. At this time, the temperature near the ignition plug 122 of the hybrid engine 200 including the lattice-shaped cooling fins 127-1 is measured to be approximately 199.6.

[0170] That is, the temperature near the ignition plug 122 of the hybrid engine 200, which includes radial cooling fins 127, was measured to be lower than the temperature near the ignition plug 122 of the hybrid engine 200, which includes lattice-type cooling fins 127-1.

[0171] Therefore, it is shown that the internal combustion engine section 120 with radial cooling fins 127 and the internal combustion engine section 120-1 with grid-type cooling fins 127-1 have a greater cooling effect compared to the internal combustion engine section including the horizontal cooling fins of the prior art.

[0172] Furthermore, it was shown that the cooling effect near the ignition plug 122 in the internal combustion engine section 120, which includes radial cooling fins 127, is greater than that in the internal combustion engine section 120-1, which includes lattice-type cooling fins 127-1.

[0173] As shown in the test results above, it can be determined that with the cooling fan 130 located in front of the ignition plug 122, the rotation axis F of the cooling fan 130 and the central axis S of the ignition plug 122 are coaxial, and the cooling fins 127 are formed in a radial and grid pattern with the ignition plug 122 as a reference. Compared with the existing hybrid engines, the cooling performance of the hybrid engines 100 and 200 is improved.

[0174] Furthermore, as mentioned above, with the fairings 140 and 240 being shaped to be part of the fairings and introduced inwards, the cooling performance of the hybrid engines 100 and 200 can be further improved.

[0175] According to the structure described above, in the hybrid power engines 100 and 200 and the hybrid drone including them in the embodiments of the present invention, as the rotation axis F of the cooling fan 130 and the central axis S of the ignition plug 122 are arranged coaxially on a virtual axis, the cooling performance of the ignition plug 122 and the internal combustion engine section 120 can be improved by the air generated by the cooling fan 130.

[0176] Furthermore, with the improved cooling performance of the ignition plug 122 and the internal combustion engine section 120, it has the advantage of being able to prevent abnormal operation of the hybrid drone caused by overheating of the hybrid engines 100 and 200.

[0177] As described above, while embodiments of the present invention have been illustrated by specific details and limited examples such as concrete structural elements, along with accompanying drawings, this is provided merely to facilitate a better understanding of the invention as a whole. The invention is not limited to the described embodiments, and those skilled in the art can make various modifications and variations based on such description. Therefore, the concept of the invention is not limited to the described embodiments, but all contents equivalent to or having equivalent variations to this scope of claim should be understood to fall within the scope of the present invention.

[0178] Industrial application

[0179] According to a hybrid engine and a hybrid drone including the present invention, the cooling performance of the ignition plugs and internal combustion engine can be improved by the inflow of external air.

Claims

1. A hybrid power engine, in, include: Multiple internal combustion engine sections are provided with combustion chambers having at least one ignition plug at each end, and multiple cooling fins for increasing the contact area with external air. A generator, connected to multiple internal combustion engine units, generates electrical energy; and Multiple cooling fans generate air to cool the multiple internal combustion engine sections and the individual ignition plugs located at their ends. A cooling fan is positioned upstream of the ignition plug, and cooling fins are positioned downstream of the ignition plug along the direction of airflow. The air generated by each of the multiple cooling fans comes into contact with and cools the ignition plugs and internal combustion engine fins located at the ends of the multiple internal combustion engine units, and is then discharged to the outside through the generator.

2. The hybrid engine according to claim 1, wherein, The rotating axis of the cooling fan and the central axis of the ignition plug are configured to be arranged coaxially on a virtual axis.

3. The hybrid engine according to claim 1, wherein, The airflow direction generated in the cooling fan is aligned with the ignition plug and the internal combustion engine section.

4. The hybrid engine according to claim 1, wherein, The direction of wind flow is formed at a predetermined angle to the drive shaft of the generator.

5. The hybrid engine according to claim 4, wherein, The specified angles form a range of 70 to 110 degrees.

6. The hybrid engine according to claim 1, wherein, Multiple cooling fins are configured to radiate outwards from the ignition plug.

7. The hybrid engine according to claim 1, wherein, Multiple cooling fins are configured to intersect each other in different directions around the ignition plug.

8. The hybrid engine according to claim 7, wherein, Multiple cooling fins are configured such that at least a portion of them intersect each other, separated from the ignition plug by a predetermined interval.

9. The hybrid engine according to claim 8, wherein, Cooling fins include: Multiple first fin members are formed along a first direction; and Multiple second fin members are formed along a second direction different from that of the first fin members, and at least a portion of the first and second fin members intersect each other. At least a portion of the first fin assembly and the second fin assembly are arranged at a predetermined interval with the ignition plug as the center.

10. The hybrid engine according to claim 1, wherein, The cooling fins form more than one air contact area.

11. The hybrid engine according to claim 1, wherein, At least one internal combustion engine unit and a cooling fan are arranged in a horizontal direction, and the fairing is arranged in the same direction as the internal combustion engine unit and the cooling fan, and is configured to surround the internal combustion engine unit and the cooling fan.

12. The hybrid engine according to claim 1, wherein, The internal combustion engine section is equipped with at least one piston that reciprocates inside the combustion chamber. The multiple cooling fins are arranged parallel to the direction of piston movement. The external air flowing into the internal combustion engine is configured to flow in the same direction as the arrangement of the multiple cooling fins.

13. A hybrid-powered unmanned aerial vehicle (UAV), in, include: The shell has a hollow section; More than one arm, extending radially from the shell; A propeller drive motor is located at the end of one or more arms; The propeller connects to the rotating shaft of the motor and generates thrust; The battery provides power to the motor; and A hybrid engine, housed in the casing, is configured to supply electrical energy generated by the drive system to either an electric motor or a battery. Hybrid engines include: Multiple internal combustion engine sections are provided with combustion chambers having at least one ignition plug at each end, and multiple cooling fins for increasing the contact area with external air. A generator, connected to multiple internal combustion engine units, generates electrical energy; and Multiple cooling fans generate air to cool the multiple internal combustion engine sections and the individual ignition plugs located at their ends. A cooling fan is positioned upstream of the ignition plug, and cooling fins are positioned downstream of the ignition plug along the direction of airflow. The air generated by each of the multiple cooling fans comes into contact with and cools the ignition plugs and internal combustion engine fins located at the ends of the multiple internal combustion engine units, and is then discharged to the outside through the generator.

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