Novel lightweight power system applied to airplane

Abstract

The invention discloses a novel light-weight power system applied to an aircraft, and relates to the technical field of novel power systems, the power system is used for providing power for propellers of the aircraft, a novel driving mode combining an engine and a power motor is adopted, fuel consumption is reduced, meanwhile, the flight smoothness of the aircraft can be improved, and the service life of the aircraft is prolonged. The engine and the propeller adopt the design scheme of parallel shafts, the characteristic of different shafts is met, and the propeller is suitable for being applied to airplanes. The lower transmission cavity is used for rotationally supporting the input shaft, and a double-end supporting mode can be adopted, so that the power transmission stability is guaranteed. When the whole machine cruising battery is insufficient, the output power can be improved for a long time to drive the power motor under the fixed rotating speed of the engine, and the battery electricity is compensated through power generation.

Description

Technical Field

[0001] The present invention relates to the technical field of novel power systems, in particular to a novel lightweight power system applied to aircraft. Background Art

[0002] As my country's energy crisis becomes increasingly serious, the development of new energy aircraft is an inevitable trend. To develop new energy aircraft, the first thing to be solved is the technical problems of high fuel consumption and low efficiency of the current aviation power system.

[0003] The power systems used in current fixed-wing or composite-wing aircraft are expensive due to production issues, while the automotive power systems are mature, mass-produced, and low-priced. However, due to different operating conditions, the vehicle power system cannot be directly applied to the aircraft. The first problem is the curb weight. In order to ensure high stability, the vehicle can increase the curb weight. The aircraft power system needs to reduce the curb weight and ensure a high power-to-weight ratio while meeting the power required for flight.

[0004] In addition, the power output of the aircraft's power system varies greatly in different flight phases, and the transmission components in the power system generally have a relatively fixed lubrication efficiency. In order to meet the lightweight requirements, the general lubrication system needs to have a cooling function. Therefore, it is impossible to automatically adjust the cooling efficiency according to different gear temperatures. Summary of the invention

[0005] The purpose of the present invention is to provide a novel lightweight power system for aircraft to solve the problems raised in the prior art.

[0006] To achieve the above object, the present invention provides the following technical solutions: A new lightweight power system for aircraft, the power system is used to drive a propeller, the power system includes a housing, a transmission device, an engine, a power motor and a battery, the engine and the transmission device are transmission-connected, the power motor and the transmission device are transmission-connected, the power motor and the battery are electrically connected, the transmission device includes an input shaft, a lower transmission cavity is provided on the housing, the input shaft is placed in the lower transmission cavity, the input shaft and the lower transmission cavity are rotationally connected, and the engine and the power motor are respectively fastened to both ends of the input shaft.

[0007] The power system is used to provide power for the aircraft's propeller. It adopts a new drive mode that combines the engine and the power motor, which reduces fuel consumption and improves the smoothness of the aircraft's flight. The housing is used as the main installation base for installing the transmission device. The transmission device is used to send the torque output by the engine and the power motor to the propeller. The power motor is used to start the engine, drive and generate electricity. In this way, the starter and clutch carried by the engine itself can be eliminated. Through optimized design, the weight of the hybrid assembly is reduced, the power ratio is improved, and it is more suitable for the high power-to-weight ratio required by the aircraft for the power system; at the same time, when the aircraft is cruising, the power motor can also play a role in peak shaving and valley filling, making the aircraft run more smoothly. In addition, the engine and propeller adopt a parallel axis design scheme, which meets the characteristics of different axes and is suitable for aircraft applications. The lower transmission cavity is used to support the input shaft for rotation, and can be in the form of double-end support to ensure the stability of power transmission. When the battery power of the whole machine is insufficient, the engine can increase the output power to drive the power motor for a long time at a fixed speed to compensate for the battery power by generating electricity.

[0008] Furthermore, the transmission device also includes an input gear, a differential assembly and an output shaft. An upper transmission chamber is provided on the shell, the output shaft and the upper transmission chamber are rotatably connected, the end of the output shaft is tightly connected to the propeller, an output gear is provided on the outer ring of the output shaft, the input gear is sleeved on the outer ring of the input shaft, the input shaft and the input gear are keyway connected, and the input gear is transmission connected to the output gear through the differential assembly.

[0009] The torque output by the engine and power motor is transmitted to the input gear via the input shaft. The input gear is transmitted through the differential assembly and the output gear. The output shaft is driven to rotate by the output gear. The output shaft is directly connected to the propeller to drive the propeller. The input shaft and the input gear are connected by a keyway to facilitate the transmission of torque. The output gear and the output shaft can also be transmitted by a keyway to ensure the stability of the torque output.

[0010] Furthermore, the differential assembly includes a central shaft, a central bearing cavity is provided on the shell, the upper transmission cavity, the central bearing cavity and the lower transmission cavity are arranged in sequence along the vertical direction, the central shaft and the central bearing cavity are rotatably connected, a primary gear and a secondary gear are respectively provided at both ends of the central shaft, the input gear and the primary gear tooth surfaces are meshed, the input gear and the primary gear constitute a primary reduction gear set, the secondary gear and the output gear tooth surfaces are meshed, the secondary gear and the output gear constitute a secondary reduction gear set.

[0011] The differential assembly is used for power transmission. Through size optimization design, two reduction gear sets are formed. The primary gear and the secondary gear are installed separately through the middle shaft. The input gear is used to drive the primary gear to rotate. The primary gear and the secondary gear rotate coaxially through the middle shaft with the same angular velocity, and the output gear is driven to rotate through the secondary gear.

[0012] Furthermore, the input gear includes an outer gear ring, an inner gear ring and a transmission spring. The outer gear ring is meshed with the tooth surface of the first-stage gear, the inner gear ring is connected to the keyway of the input shaft, a plurality of slots are provided on the outer gear ring, the transmission spring is placed in the slots, the outer ring of the inner gear ring is sleeved with the outer gear ring, a plurality of flanges are provided on the outer ring of the inner gear ring, the outer ring flange of the inner gear ring is connected to the outer gear ring through the transmission spring, one end of the transmission spring abuts against the wall of the slot, and the other end abuts against the flange on the inner gear ring.

[0013] The input shaft drives the inner gear ring to rotate, and the inner gear ring drives the outer gear ring to rotate through the transmission spring. The outer gear ring is set on the outer ring of the inner gear ring, and the outer ring of the outer gear ring is provided with a tooth surface for meshing and transmission with the first-stage gear. The input gear is set in a split manner to replace the dual-mass flywheel at the rear end of the engine. Through the gear design, the input gear replaces the flywheel to provide a larger moment of inertia, so that the input gear can both transmit torque and reduce torque fluctuations. The transmission spring is arranged along the outer ring of the inner gear ring. While ensuring the transmission of torque, the specification size can be kept as small as possible. Through optimized design, the weight of the hybrid assembly can be reduced to achieve a lightweight design. When the first-stage gear passes over the part connected to the drop tank, the space between adjacent tooth surfaces is empty, which is convenient for continuous lifting of the lubricating fluid.

[0014] Furthermore, the power system also includes a refrigerator, a housing is provided with a return channel, the return channel inlet is connected to the upper transmission chamber, the return channel outlet is connected to the lower transmission chamber, the refrigerator is placed in the return channel, the middle bearing chamber includes a liquid drop groove, a liquid inlet channel and a rotary groove, the rotary groove is connected to the lower transmission chamber, the first-stage gear is rotatably connected to the rotary groove, the first-stage gear tooth top circle is in contact with the circumferential wall of the rotary groove, a liquid drop groove is provided on one side of the rotary groove, the upper end of the rotary groove is connected to the liquid drop groove, and the lower end of the liquid drop groove is connected to the liquid inlet channel; The differential assembly also includes a differential pump, which is used to guide the lubricating liquid at one end of the liquid inlet channel close to the liquid trough into the chamber at the other end.

[0015] The lubricating fluid is cooled by setting a refrigerator to prevent the lubricating fluid temperature from being too high and affecting the transmission quality. The upper transmission chamber, the middle bearing chamber and the lower transmission chamber are arranged in layers and connected in sequence to facilitate the circulation of the lubricating fluid. The inlet of the return channel is connected to the upper transmission chamber, so that the lubricating fluid in the upper transmission chamber that is higher than the inlet of the return channel enters the return channel under the action of gravity and is automatically cooled by the refrigerator. The cooled lubricating fluid flows into the lower transmission chamber through the return channel. Since the two-stage reduction mode is adopted, the gear speed of the lower layer is the fastest, that is, the outer gear ring in the first-stage reduction and the secondary gear in the second-stage reduction. These two gears are small gears in their respective transmission groups, which are heated more and are in the high-temperature zone. The cooled lubricating fluid passes over the meshing surface toward the outer gear ring, and contacts the outer gear ring tooth top circle and the wall surface of the lower transmission chamber through the outer gear ring, so that the lubricating fluid can directly cool the outer gear ring. While the lubricating fluid lubricates, the outer gear ring is cooled. By increasing the temperature difference, the cooling efficiency of the high-temperature zone is guaranteed. The rotary groove adopts a non-full immersion method to reduce the viscous resistance of the lubricant to the primary gear. By contacting the two sides of the primary gear with the rotary groove, the primary gear rotates in an upward direction. During the rotation, the lubricant level is above the contact point between the primary gear and the rotary groove, so that the primary gear can push the lubricant to move up along the rotary groove. When the rotary groove and the liquid drop groove are rotated to a state of communication, the upper diameter of the liquid drop groove is adapted to the rotary groove, and the lower diameter is adapted to the liquid inlet channel, so that the lifted lubricant enters the liquid inlet channel through the liquid drop groove, and the lubricant is pumped from one end of the liquid inlet channel to the other end through a differential pump, that is, the lubricant enters the side close to the secondary gear from the end close to the liquid drop groove, so as to lubricate and cool the secondary gear. The output gear has a similar working principle to the primary gear. The upper transmission cavity part is adapted to the middle bearing cavity, so as to lift the lubricant in the lower layer to the upper layer, thereby improving the overall lubrication and cooling efficiency.

[0016] Furthermore, a cooling stroke is set in the lower layer of the lower transmission cavity, the return channel outlet is located in the horizontal plane where the axis of the outer gear ring is located, the return channel outlet faces the outer gear ring, the starting point of the cooling stroke is the return channel outlet position, and the cooling stroke is semicircular.

[0017] The contact position between the top circle of the outer gear ring and the wall of the lower transmission cavity is the lower semicircle, and the lower semicircle of the lower transmission cavity is the cooling stroke. The cooling stroke is lowered, that is, the outer gear ring enters the cooling stroke after crossing the meshing surface by ninety degrees, thereby improving the cooling timeliness.

[0018] As an optimization, the lubrication device also includes a compensation pump, the inlet of which is located at the end of the cooling stroke, and the outlet of which is connected to the upper transmission cavity pipeline. By setting up the compensation pump, when the power system does more work, the compensation pump directly delivers the lubricating fluid near the cooling stroke into the upper transmission cavity, which is convenient for directly entering the return channel and cooling through the refrigerator, thereby improving the adaptability range.

[0019] As an optimization, the outlet of the compensation pump is located on the upper wall of the upper transmission chamber. By placing the outlet of the compensation pump at the upper part of the upper transmission chamber, the falling lubricating fluid can flow directly to the output gear, improving the cooling and lubrication efficiency.

[0020] Compared with the prior art, the beneficial effects of the present invention are as follows: the engine and propeller adopt a parallel axis design scheme, which meets the characteristics of different axes and is suitable for aircraft applications; when the battery power of the entire aircraft is insufficient during cruising, the engine can increase the output power to drive the power motor for a long time at a fixed speed, and compensate for the battery power by generating electricity; the input gear is arranged in a split manner to replace the dual-mass flywheel at the rear end of the engine. Through the gear design, the input gear replaces the flywheel to provide a larger moment of inertia, so that the input gear can both transmit torque and reduce torque fluctuations. The transmission spring is arranged along the outer ring of the inner gear ring. While ensuring the transmission of torque, the specification size can be kept as small as possible. Through optimized design, the weight of the hybrid assembly can be reduced to achieve a lightweight design; the cooling lubricating fluid passes over the meshing surface toward the outer gear ring, through the outer gear ring tooth top circle and the lower transmission cavity wall The surface contact allows the lubricating liquid to directly cool the outer gear ring. The lubricating liquid is used to lubricate and cool the outer gear ring at the same time, and the cooling efficiency of the high-temperature zone is guaranteed by increasing the temperature difference. The first-stage gear is in contact with the rotating groove on both sides, so that the first-stage gear rotates in an upward direction. During the rotation, the lubricating liquid level is above the contact point between the first-stage gear and the rotating groove, so that the first-stage gear can push the lubricating liquid to move up along the rotating groove. When the rotating groove and the liquid drop groove are connected, the upper diameter of the liquid drop groove is adapted to the rotating groove, and the lower diameter is adapted to the liquid inlet channel, so that the lifted lubricating liquid enters the liquid inlet channel through the liquid drop groove, and the lubricating liquid is pushed into the gear set where the second-stage gear is located through the differential pump for lubrication. The output gear and the first-stage gear have similar working principles, and the upper transmission cavity part is adapted to the middle bearing cavity, so that the lubricating liquid in the lower layer is lifted to the upper layer, thereby improving the overall lubrication and cooling efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the overall structure of the present invention; Figure 2 It is a schematic diagram of the supporting state of the housing and the input shaft of the present invention; Figure 3 A half-section view of a housing of the present invention; Figure 4 It is a schematic diagram of the transmission principle of the present invention; Figure 5 It is a schematic diagram of the split structure of the input gear of the present invention; Figure 6 It is a schematic diagram of power input of the present invention; Figure 7 It is a schematic diagram of the structure of the differential assembly of the present invention; Figure 8 It is a schematic diagram of the lubricating fluid circulation of the present invention.

[0022] In the figure: 1. Shell; 11. Lower transmission chamber; 111. Cooling stroke; 12. Middle bearing chamber; 121. Liquid drop trough; 122. Liquid guide channel; 123. Rotary trough; 13. Upper transmission chamber; 14. Return channel; 2. Transmission device; 21. Input shaft; 22. Input gear; 221. External gear ring; 222. Internal gear ring; 223. Transmission spring; 23. Differential assembly; 231. Middle shaft; 232. Primary gear; 233. Secondary gear; 234. Differential pump; 24. Output shaft; 25. Output gear; 3. Lubrication device; 31. Compensation pump; 32. Refrigerator; 4. Engine; 5. Power motor; 6. Battery; 7. Propeller. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] Example: Figure 1-Figure 8 As shown, the present invention provides a new lightweight power system technical solution for aircraft.

[0025] A new lightweight power system for aircraft, the power system is used to drive a propeller 7, the power system includes a shell 1, a transmission device 2, an engine 4, a power motor 5 and a battery 6, the engine 4 is transmission-connected to the transmission device 2, the power motor 5 is transmission-connected to the transmission device 2, the power motor 5 is electrically connected to the battery 6, the transmission device 2 includes an input shaft 21, a lower transmission cavity 11 is provided on the shell 1, the input shaft 21 is placed in the lower transmission cavity 11, the input shaft 21 is rotationally connected to the lower transmission cavity 11, and the engine 4 and the power motor 5 are respectively fastened to both ends of the input shaft 21.

[0026] The power system is used to provide power for the propeller 7 of the aircraft. It adopts a new driving mode combining the engine 4 and the power motor 5, which reduces fuel consumption and improves the smoothness of the aircraft's flight. The housing 1 is used as the main installation base for installing the transmission device 2. The transmission device 2 is used to send the torque output by the engine 4 and the power motor 5 to the propeller 7. The power motor 5 is used to start the engine 4, drive and generate electricity. In this way, the starter and clutch carried by the engine 4 itself can be eliminated. Through optimized design, the weight of the hybrid assembly is reduced, the power ratio is improved, and it is more suitable for the high power-to-weight ratio required by the aircraft for the power system; at the same time, when the aircraft is cruising, the power motor 5 can also play a role in peak shaving and valley filling, making the aircraft run more smoothly. In addition, the engine 4 and the propeller 7 adopt a parallel axis design scheme, which meets the characteristics of different axes and is suitable for aircraft applications. The lower transmission cavity 11 is used to rotatably support the input shaft 21, and can be in the form of double-end support to ensure the stability of power transmission. When the cruising battery 6 of the whole machine is insufficient in power, the engine 4 can increase the output power to drive the power motor 5 for a long time at a fixed speed, and compensate the power of the battery 6 by generating electricity.

[0027] The power motor 5 is an ISG / M motor. First, it starts the engine 4 and second, it is a part of the flywheel inertia of the engine 4. The selection of the power motor 5 must meet the following design requirements. Since the engine 4 is fixedly connected to the power motor 5 and the propeller 7, the power motor 5 only needs to meet the starting power of the engine and the propeller at the same time. The detailed calculation is as follows: The starting friction torque of the engine is T1, and the starting speed is n1; the starting speed of the propeller is n2, the mass is m, the length is L, the moment of inertia is I=1 / 12*m*L², the starting time is t, and the starting torque of the propeller is T2=I*a; a=2*π*n2 / 60 / t, thus we can calculate the propeller starting torque T2; Power motor starting torque T=T1+T2; The mechanical power of the power motor is P = T*n(inflection point speed) / 9550, which not only meets the power requirements but also reduces the weight. Through the optimal design of the motor, the lightweight design is achieved to the greatest extent. The inflection point speed refers to the speed point where the running characteristics of the motor change significantly. After the inflection point speed, the motor enters the constant power zone. The inflection point speed is calculated according to the requirements of the product. The inflection point speed of this application is about 3500rpm.

[0028] The lightweight design of the present invention requires that the battery selection of 501 of the system meet the following requirements: the battery 30s peak output power is greater than the power P of the P1 motor. Although this system is a HEV hybrid architecture, the voltage platform of the HEV battery is relatively low, and more cells need to be connected in series to achieve a high voltage platform to meet the output power requirements. While the voltage platform is increased, the overall weight of the battery pack increases, which does not meet the lightweight requirements. This system uses a soft-pack energy battery with a discharge rate of about 6C. The peak discharge power meets the starting power requirements. At the same time, the battery cell adopts a soft-pack form, which greatly reduces the weight of the system.

[0029] Furthermore, the transmission device 2 also includes an input gear 22, a differential assembly 23 and an output shaft 24. The housing 1 is provided with an upper transmission chamber 13, the output shaft 24 is rotatably connected to the upper transmission chamber 13, the end of the output shaft 24 is fastened to the propeller 7, the outer ring of the output shaft 24 is provided with an output gear 25, the input gear 22 is sleeved on the outer ring of the input shaft 21, the input shaft 21 and the input gear 22 are connected by a keyway, and the input gear 22 is transmission-connected to the output gear 25 through the differential assembly 23.

[0030] The torque output by the engine 4 and the power motor 5 is transmitted to the input gear 22 via the input shaft 21. The input gear 22 is transmitted through the differential assembly 23 and the output gear 25. The output gear 25 drives the output shaft 24 to rotate. The output shaft 24 is directly connected to the propeller 7 to drive the propeller 7 to operate. The input shaft 21 and the input gear 22 are connected by a keyway to facilitate the transmission of torque. The output gear 25 and the output shaft 24 can also be transmitted by a keyway to ensure the stability of the torque output.

[0031] Furthermore, the differential assembly 23 includes a central shaft 231, a central cavity 12 is provided on the housing 1, the upper transmission cavity 13, the central cavity 12 and the lower transmission cavity 11 are arranged in sequence along the vertical direction, the central shaft 231 and the central cavity 12 are rotatably connected, and a primary gear 232 and a secondary gear 233 are respectively provided at both ends of the central shaft 231, the input gear 22 and the primary gear 232 are meshed with each other, the input gear 22 and the primary gear 232 constitute a primary reduction gear set, the secondary gear 233 and the output gear 25 are meshed with each other, and the secondary gear 233 and the output gear 25 constitute a secondary reduction gear set.

[0032] The differential assembly 23 is used for power transmission. Through size optimization design, two reduction gear sets are formed. The primary gear 232 and the secondary gear 233 are installed respectively through the central shaft 231. The input gear 22 is used to drive the primary gear 232 to rotate. The primary gear 232 and the secondary gear 233 rotate coaxially through the central shaft 231 with the same angular velocity, and the output gear 25 is driven to rotate through the secondary gear 233.

[0033] Furthermore, the input gear 22 includes an outer gear ring 221, an inner gear ring 222 and a transmission spring 223. The outer gear ring 221 is meshed with the tooth surface of the first-stage gear 232. The inner gear ring 222 is keyway connected to the input shaft 21. The outer gear ring 221 is provided with a plurality of slots. The transmission spring 223 is placed in the slots. The outer ring of the inner gear ring 222 is sleeved with the outer gear ring 221. The outer ring of the inner gear ring 222 is provided with a plurality of flanges. The outer ring flange of the inner gear ring 222 is transmission-connected to the outer gear ring 221 through the transmission spring 223. One end of the transmission spring 223 abuts against the wall of the slot, and the other end abuts against the flange on the inner gear ring 222.

[0034] The input shaft 21 drives the inner gear ring 222 to rotate, and the inner gear ring 222 drives the outer gear ring 221 to rotate through the transmission spring 223. The outer gear ring 221 is sleeved on the outer ring of the inner gear ring 222, and the outer ring of the outer gear ring 221 is provided with a tooth surface for meshing and transmission with the first-stage gear 232. The input gear 22 is arranged in a split manner to replace the dual-mass flywheel at the rear end of the engine 4. Through the gear design, the input gear 22 replaces the flywheel, providing a larger moment of inertia, so that the input gear 22 can both play the role of transmitting torque and reduce torque fluctuations. The transmission spring 223 is arranged along the outer ring of the inner gear ring 222. Under the condition of ensuring the transmission of torque, the specification size can be kept as small as possible. Through the optimized design, the weight of the hybrid assembly can be reduced to achieve a lightweight design. When the first-stage gear 232 passes over the part connected to the liquid drop groove 121, the space between the adjacent tooth surfaces is vacant, which is convenient for continuous lifting of the lubricating fluid.

[0035] Furthermore, the power system also includes a refrigerator 32, a return channel 14 is provided on the housing 1, the inlet of the return channel 14 is connected to the upper transmission chamber 13, the outlet of the return channel 14 is connected to the lower transmission chamber 11, the refrigerator 32 is placed in the return channel 14, the middle bearing chamber 12 includes a liquid drop groove 121, a liquid inlet channel 122 and a rotary groove 123, the rotary groove 123 is connected to the lower transmission chamber 11, the first-stage gear 232 is rotatably connected to the rotary groove 123, the top circle of the first-stage gear 232 is in contact with the circumferential wall of the rotary groove 123, a liquid drop groove 121 is provided on one side of the rotary groove 123, the upper end of the rotary groove 123 is connected to the liquid drop groove 121, and the lower end of the liquid drop groove 121 is connected to the liquid inlet channel 122; The differential assembly 23 further includes a differential pump 234 , which is used to guide the lubricating liquid at one end of the liquid inlet channel 122 close to the liquid trough 121 into the chamber at the other end.

[0036] The lubricating fluid is cooled by setting a refrigerator 32 to prevent the lubricating fluid temperature from being too high and affecting the transmission quality. The upper transmission chamber 13, the middle bearing chamber 12 and the lower transmission chamber 11 are arranged in layers and connected in sequence to facilitate the circulation of the lubricating fluid. The inlet of the return channel 14 is connected to the upper transmission chamber 13, so that the lubricating fluid in the upper transmission chamber 13 that is higher than the inlet of the return channel 14 enters the return channel 14 under the action of gravity and is automatically cooled by the refrigerator 32. The cooled lubricating fluid flows into the lower transmission chamber 11 through the return channel 14. Since the two-stage reduction mode is adopted, the gear speed of the lower layer is the fastest, that is, the outer gear ring 221 in the first-stage reduction and the second-stage gear 233 in the second-stage reduction. These two gears are small gears in their respective transmission groups, which are subjected to more heat and are in the high-temperature zone. The cooled lubricating liquid passes over the meshing surface toward the outer gear ring 221, and contacts the outer gear ring 221 tooth top circle and the wall of the lower transmission chamber 11, so that the lubricating liquid can directly cool the outer gear ring 221. While lubricating, the outer gear ring 221 is cooled, and the cooling efficiency in the high temperature zone is ensured by increasing the temperature difference. The rotary groove 123 adopts a non-full immersion method to reduce the viscous resistance of the lubricating liquid to the first-stage gear 232. By contacting the first-stage gear 232 on both sides with the rotary groove 123, the first-stage gear 232 rotates in an upward direction. During the rotation process, the lubricating liquid level is above the contact point between the first-stage gear 232 and the rotary groove 123, so that the first-stage gear 232 can push the lubricating liquid to move up along the rotary groove 123. When the rotary groove 123 and the liquid drop groove 121 are connected, the upper diameter of the liquid drop groove 121 is adapted to the rotary groove 123. The groove 123 has a lower diameter adapted to the liquid inlet channel 122, so that the lifted lubricating liquid enters the liquid inlet channel 122 through the liquid drop groove 121, and the lubricating liquid is pumped from one end of the liquid inlet channel 122 to the other end through the differential pump 234, that is, the lubricating liquid enters the side close to the secondary gear 233 from the end close to the liquid drop groove 121, so as to lubricate and cool the secondary gear 233. The output gear 25 and the primary gear 232 have similar working principles, and the upper transmission cavity 13 part is adapted to the middle bearing cavity 12, so as to lift the lubricating liquid of the lower layer to the upper layer, thereby improving the overall lubrication and cooling efficiency.

[0037] Furthermore, a cooling stroke 111 is provided at the lower layer of the lower transmission cavity 11, the outlet of the return channel 14 is located at the horizontal plane where the axis of the outer gear ring 221 is located, the outlet of the return channel 14 faces the outer gear ring 221, the starting point of the cooling stroke 111 is the outlet position of the return channel 14, and the cooling stroke 111 is semicircular.

[0038] The contact position between the tooth top circle of the outer gear ring 221 and the wall of the lower transmission chamber 11 is the lower semicircle, and the lower semicircle of the lower transmission chamber 11 is the cooling stroke 111. The cooling stroke 111 is lowered, that is, the outer gear ring 221 enters the cooling stroke 111 after crossing the meshing surface by ninety degrees, thereby improving the cooling timeliness.

[0039] As an optimization, the lubrication device 3 further includes a compensation pump 31, the inlet of the compensation pump 31 is located at the end of the cooling stroke 111, and the outlet of the compensation pump 31 is connected to the pipeline of the upper transmission chamber 13. By setting the compensation pump 31, when the power system does more work, the compensation pump 31 directly delivers the lubricating fluid near the cooling stroke 111 into the upper transmission chamber 13, so that it can directly enter the return channel 14, and cool down through the refrigerator 32, thereby improving the adaptability range.

[0040] As an optimization, the outlet of the compensation pump 31 is located on the upper wall of the upper transmission chamber 13. By placing the outlet of the compensation pump 31 at the upper part of the upper transmission chamber 13, the falling lubricating fluid can flow directly to the output gear 25, thereby improving the cooling and lubrication efficiency.

[0041] Working principle of the present invention: the engine 4 and the propeller 7 adopt a parallel axis design scheme, which meets the characteristics of different axes and is suitable for aircraft applications; when the battery 6 of the whole machine is insufficient for cruising, the engine 4 can increase the output power to drive the power motor 5 for a long time at a fixed speed, and compensate the power of the battery 6 by generating electricity; the input gear 22 is set in a split manner to replace the dual-mass flywheel at the rear end of the engine 4. Through the gear design, the input gear 22 replaces the flywheel to provide a larger moment of inertia, so that the input gear 22 can not only play the role of transmitting torque, but also reduce torque fluctuations. The transmission spring 223 is arranged along the outer ring of the inner gear ring 222. While ensuring the transmission of torque, the specification size can be kept as small as possible. Through optimized design, the weight of the hybrid assembly can be reduced to achieve a lightweight design; the cooling lubricating fluid passes over the meshing surface toward the outer gear ring 221, and contacts the outer gear ring 221 tooth top circle and the wall of the lower transmission cavity 11, so that the lubricating fluid can directly enter the outer gear ring 221. The lubricating liquid is used for lubrication and the outer gear ring 221 is cooled at the same time. By increasing the temperature difference, the cooling efficiency of the high temperature area is ensured. By contacting the two sides of the primary gear 232 with the rotary groove 123, the primary gear 232 rotates in an upward direction. During the rotation process, the lubricating liquid level is above the contact point between the primary gear 232 and the rotary groove 123, so that the primary gear 232 can push the lubricating liquid to move up along the rotary groove 123. When the primary gear 232 rotates to the rotary groove 123 and the liquid drop groove, the lubricating liquid level is above the contact point between the primary gear 232 and the rotary groove 123. When 121 is connected, the upper diameter of the liquid trough 121 is adapted to the rotary trough 123, and the lower diameter is adapted to the liquid inlet channel 122, so that the lifted lubricating liquid enters the liquid inlet channel 122 through the liquid trough 121, and the lubricating liquid is pushed into the gear set where the secondary gear 233 is located through the differential pump 234 for lubrication. The output gear 25 and the primary gear 232 have similar working principles. The upper transmission chamber 13 part and the middle bearing chamber 12 are adapted, so that the lubricating liquid in the lower layer is lifted to the upper layer, thereby improving the overall lubrication and cooling efficiency.

[0042] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

Claims

1. A novel lightweight power system for an aircraft, the power system being used to drive a propeller (7), characterized in that: The power system comprises a housing (1), a transmission device (2), an engine (4), a power motor (5) and a battery (6); the engine (4) is transmission-connected to the transmission device (2); the power motor (5) is transmission-connected to the transmission device (2); the power motor (5) is electrically connected to the battery (6); the transmission device (2) comprises an input shaft (21); a lower transmission chamber (11) is provided on the housing (1); the input shaft (21) is disposed in the lower transmission chamber (11); the input shaft (21) and the lower transmission chamber (11) are rotationally connected; the engine (4) and the power motor (5) are respectively fixedly connected to both ends of the input shaft (21).

2. The novel lightweight power system for aircraft according to claim 1, characterized in that: The transmission device (2) further comprises an input gear (22), a differential assembly (23) and an output shaft (24); an upper transmission chamber (13) is provided on the housing (1); the output shaft (24) is rotatably connected to the upper transmission chamber (13); the end of the output shaft (24) is tightly connected to the propeller (7); an output gear (25) is provided on the outer ring of the output shaft (24); the input gear (22) is sleeved on the outer ring of the input shaft (21); the input shaft (21) and the input gear (22) are keyway connected; and the input gear (22) is transmission-connected to the output gear (25) via the differential assembly (23).

3. The novel lightweight power system for aircraft according to claim 2, characterized in that: The differential assembly (23) comprises a central shaft (231), a central bearing cavity (12) is provided on the housing (1), the upper transmission cavity (13), the central bearing cavity (12) and the lower transmission cavity (11) are arranged in sequence along the vertical direction, the central shaft (231) and the central bearing cavity (12) are rotatably connected, a primary gear (232) and a secondary gear (233) are respectively provided at two ends of the central shaft (231), the input gear (22) and the primary gear (232) have meshing tooth surfaces, the input gear (22) and the primary gear (232) form a primary reduction gear set, the secondary gear (233) and the output gear (25) have meshing tooth surfaces, the secondary gear (233) and the output gear (25) form a secondary reduction gear set.

4. The novel lightweight power system for aircraft according to claim 3 is characterized in that: The input gear (22) comprises an outer gear ring (221), an inner gear ring (222) and a transmission spring (223); the outer gear ring (221) and the first gear (232) are meshed with each other; the inner gear ring (222) and the input shaft (21) are keyway connected; the outer gear ring (221) is provided with a plurality of slots; the transmission spring (223) is disposed in the slots; the outer ring of the inner gear ring (222) is sleeved with the outer gear ring (221); the outer ring of the inner gear ring (222) is provided with a plurality of flanges; the outer ring flange of the inner gear ring (222) is transmission-connected to the outer gear ring (221) via the transmission spring (223); one end of the transmission spring (223) abuts against the slot wall, and the other end abuts against the flange on the inner gear ring (222).

5. The novel lightweight power system for aircraft according to claim 4 is characterized in that: The power system further comprises a lubricating device (3), the lubricating device (3) comprising a refrigerator (32), a return channel (14) being provided on the housing (1), the return channel (14) having an inlet communicating with the upper transmission chamber (13), and an outlet communicating with the lower transmission chamber (11), the refrigerator (32) being disposed in the return channel (14), and the middle bearing chamber (12) comprising a liquid drop groove (121), a liquid inlet channel (122) and a rotary groove (123), the rotary groove (123) is connected to the lower transmission chamber (11), the first-stage gear (232) is rotatably connected to the rotary groove (123), the tooth top circle of the first-stage gear (232) is in contact with the circumferential wall surface of the rotary groove (123), a liquid drop groove (121) is provided on one side of the rotary groove (123), the upper end of the rotary groove (123) is connected to the liquid drop groove (121), and the lower end of the liquid drop groove (121) is connected to the liquid guide channel (122); The differential assembly (23) further comprises a differential pump (234), wherein the differential pump (234) is used to guide lubricating liquid at one end of the liquid inlet channel (122) close to the liquid trough (121) into a chamber at the other end.

6. The novel lightweight power system for aircraft according to claim 5, characterized in that: A cooling stroke (111) is arranged at the lower layer of the lower transmission cavity (11); an outlet of the return channel (14) is located at a horizontal plane where the axis of the outer gear ring (221) is located; the outlet of the return channel (14) faces the outer gear ring (221); a starting point of the cooling stroke (111) is the outlet position of the return channel (14); and the cooling stroke (111) is semicircular.

7. The novel lightweight power system for aircraft according to claim 6 is characterized in that: The lubrication device (3) further comprises a compensation pump (31), the inlet of the compensation pump (31) being located at the end position of the cooling stroke (111), and the outlet of the compensation pump (31) being connected to a pipeline of the upper transmission chamber (13).

8. The novel lightweight power system for aircraft according to claim 7 is characterized in that: The outlet of the compensation pump (31) is located on the upper wall surface of the upper transmission chamber (13).

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