Cooling and lubricating system driving device of in-line piston engine, engine and aircraft thereof

Abstract

The utility model relates to the technical field of engine cooling and lubricating, in particular to a cooling and lubricating system driving device of an in-line type piston engine, the engine and an aircraft of the engine, and the cooling and lubricating system driving device comprises a cooling driving device and a lubricating driving device which are respectively linked with a crankshaft driving gear, the cooling driving device is connected with the oil pump assembly, the lubricating driving device is connected with the oil pump assembly, the crankshaft driving gear drives the damping gear assembly through gear meshing, the damping gear assembly is coaxially provided with a transmission gear, and the cooling driving device and the lubricating driving device are respectively connected with the transmission gear in a meshing mode. Technical guarantee is provided for an inline four-cylinder piston type aero-engine to adopt a crankshaft connecting rod piston mechanism which runs at a high speed.

Description

Technical Field

[0001] The utility model relates to the technical field of engine cooling and lubrication, and specifically relates to a cooling and lubrication system driving device of an in-line piston engine, the engine and an aircraft thereof. Background Art

[0002] In recent years, drones (UAVs) using four-cylinder piston engines designed for small manned aircraft to directly drive propellers have gradually entered the market. These engines are mostly arranged horizontally, while the application of in-line four-cylinder piston engines in UAVs is still in the exploratory stage. Conventional aircraft engines typically utilize two independent cooling and lubrication systems, a design architecture that presents significant structural redundancy issues. The need for separate drive mechanisms and transmissions results in a complex and bulky engine structure, severely hindering the development of lightweight power systems for aircraft, particularly small UAVs. Furthermore, independent operation of these two systems increases mechanical losses and reduces energy transfer efficiency. During engine operation, the cooling and lubrication systems require coordinated operation, but traditional separate designs struggle to achieve precise synchronous control, impacting overall engine performance. Especially at high altitudes, the engine demands a higher level of response speed from the cooling and lubrication systems, a requirement that existing solutions struggle to meet. To address these issues, improvements to existing technologies are urgently needed. Utility Model Content

[0003] In view of the deficiencies in the prior art, the purpose of the present invention is to provide a cooling and lubrication system drive device for an in-line piston engine, an engine and an aircraft thereof.

[0004] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a cooling and lubrication system drive device for an in-line piston engine, comprising a cooling drive device and a lubrication drive device respectively linked to a crankshaft drive gear, the cooling drive device being connected to a water pump assembly, the lubrication drive device being connected to an oil pump assembly, a damping gear assembly being meshed with the crankshaft drive gear, a transmission gear being coaxially arranged on the damping gear assembly, the cooling drive device and the lubrication drive device being respectively meshed with the transmission gear, the water pump assembly being mounted on the outside of the upper case of the engine crankcase, the cooling drive device comprising a water pump shaft, a coupling and a linkage gear 1, the linkage gear 1 It is fixedly connected to one end of the water pump shaft, the linkage gear 1 is meshed with the transmission gear, one end of the water pump shaft extending out of the upper box is connected to one end of the coupling, and the other end of the coupling is connected to the power input end of the water pump assembly. A sealing mechanism is provided on the upper box corresponding to the coupling, and the sealing mechanism includes a sealing cover covering the coupling, a ring groove provided in the sealing cover close to the side of the water pump assembly, and a rubber sealing ring provided on the coupling and slidingly sealed with the ring groove. A spring and a plane bearing are provided on the end of the rubber sealing ring away from the linkage gear 1. The plane bearing is provided in the ring groove at the end away from the linkage gear 1, and the spring is provided between the plane bearing and the rubber sealing ring.

[0005] In some embodiments, a lubricating oil injection port is provided on the sealing cover.

[0006] In some embodiments, the lubrication drive device includes an oil pump shaft and a second linkage gear, wherein the second linkage gear is fixedly connected to the oil pump shaft, and one end of the oil pump shaft is connected to the power input end of the oil pump assembly.

[0007] In some embodiments, the oil pump assembly is installed inside the lower case of the engine crankcase near the oil pan of the engine.

[0008] In some embodiments, the sealing cover and the upper box body are sealed and fixed by bolts.

[0009] In some embodiments, the lubricating oil injection port is connected to the lubricating oil output end of the oil pump assembly in the engine through a pipeline.

[0010] In some embodiments, an annular sealing groove is provided on the end surface of the rubber sealing ring close to the linkage gear one, and an annular protrusion that cooperates with the annular sealing groove is provided on the end of the annular groove close to the linkage gear one.

[0011] In order to achieve the above-mentioned purpose, the present invention also provides the following technical solution: an engine adopts the cooling and lubrication system drive device.

[0012] In order to achieve the above-mentioned purpose, the present invention also provides the following technical solution: an aircraft adopting the above-mentioned engine.

[0013] Compared with the existing technology, the beneficial effects of the present invention are: the cooling drive device and the lubrication drive device are linked through the crankshaft drive gear output, and the shock-absorbing gear assembly and the transmission gear are used to realize power transmission, which effectively simplifies the redundant structure of the traditional separate system, reduces mechanical loss, and improves energy transmission efficiency. At the same time, it realizes the synchronous control of the cooling and lubrication systems, meets the rapid response requirements in high-altitude flight environments, and has the advantages of compact structure, lightweight and efficient operation.

[0014] Details of one or more embodiments of the present application are presented in the following drawings and descriptions to make other features, purposes and advantages of the present application more concise and easy to understand, and the present application is fully described and understood through the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural diagram of the utility model;

[0016] Figure 2 for Figure 1 A side view of the device in FIG.

[0017] Figure 3 This is a schematic diagram of the coordination between the water pump and the crankcase;

[0018] Figure 4 It is a partial cross-sectional view of the coupling;

[0019] Figure 5 for Figure 4 A magnified schematic diagram of the middle part A;

[0020] Figure 6 This is a diagram of the matching structure between the rubber seal ring, spring and plane bearing on the coupling;

[0021] Figure 7 for Figure 6 The main view of the structure in;

[0022] Figure 8 for Figure 7 Middle structure cross-section view;

[0023] Figure 9 This is the structural diagram of the rubber sealing ring and the coupling;

[0024] Figure 10 This is a structural diagram of a rubber sealing ring.

[0025] In the figure: 1. Water pump shaft; 2. Linkage gear 1; 3. Oil pump shaft; 4. Linkage gear 2; 5. Oil pump assembly; 6. Water pump assembly; 7. Shock absorber gear assembly; 8. Transmission gear; 9. Crankshaft drive gear; 10. Coupling; 11. Sealing cover; 12. Ring groove; 13. Rubber sealing ring; 14. Lubricating oil injection port; 15. Spring; 16. Plane bearing; 17. Annular sealing groove; 18. Annular protrusion; 19. Crankcase. DETAILED DESCRIPTION

[0026] 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 embodiments described 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 making creative efforts are within the scope of protection of the present invention.

[0027] In existing technologies, the cooling and lubrication systems of traditional aircraft engines utilize independent drive architectures, resulting in structural redundancy and excessive size in the power system. In-line four-cylinder piston engines must meet the requirements of compact layout and lightweight design in drone applications, but the separate drive design makes it difficult to achieve coordinated control between systems and is prone to response lag and energy loss in high-altitude environments. For example, the space in the power compartment of small drones is limited, and traditional dual-system drive mechanisms are difficult to adapt to the confined installation environment. Furthermore, the vibration generated by the gear transmission can affect the sealing reliability.

[0028] In order to solve the above problems, it is necessary to design an integrated drive device that simplifies the transmission structure while ensuring the synchronous operation of the cooling and lubrication systems. The inventors found that by sharing the crankshaft drive gear and introducing a shock-absorbing gear assembly, the dual functions of power diversion and vibration suppression can be achieved. Further research found that placing the water pump assembly externally at the upper end of the crankcase body and combining it with a sealing mechanism with axial compensation capabilities can effectively solve the risk of leakage in the coupling area. Based on this, it is proposed to integrate the cooling and lubrication drive devices into the same transmission gear train and optimize the axial pressure distribution of the sealing structure.

[0029] Therefore, if Figures 1 to 10As shown, the present application proposes a cooling and lubrication system drive device for an in-line piston engine, comprising a cooling drive device and a lubrication drive device, each linked to a crankshaft drive gear 9. The cooling drive device is connected to a water pump assembly 6, and the lubrication drive device is connected to an oil pump assembly 5. A damping gear assembly 7 is meshed with the crankshaft drive gear 9, and a transmission gear 8 is coaxially disposed within the assembly. The cooling and lubrication drive devices are respectively meshed with the transmission gear 8. The water pump assembly 6 is mounted on the exterior of the upper housing of the engine crankcase 19. The cooling drive device comprises a water pump shaft 1, a coupling 10, and a linkage gear 2. The linkage gear 2 is fixedly connected to the water pump shaft 1 and meshes with the transmission gear 8. The coupling 10 is connected to the power input end of the water pump assembly 6. The sealing mechanism comprises a sealing cover 11 covering the coupling 10, an annular groove 12, and a rubber seal 13. A spring 15 and a plane bearing 16 are disposed at the end of the rubber seal 13.

[0030] Among them, the shock-absorbing gear assembly 7 refers to the gear meshing that absorbs the vibration energy transmitted by the crankshaft drive gear 9. Specifically, it can be achieved by using a gear pair structure with damping material, and its coaxially arranged transmission gear 8 serves as a power distribution node. The meshing connection between the transmission gear 8 and the cooling and lubrication drive device refers to the transmission of power to the water pump shaft 1 and the oil pump shaft 3 respectively through the gear pair. Specifically, helical gears or spur gears can be used to achieve power diversion. The annular groove 12 provided in the sealing cover 11 refers to an annular groove structure surrounding the axis of the coupling 10. Specifically, it can be formed by turning and is used to accommodate the rubber sealing ring 13 and limit its radial displacement. The combination of the plane bearing 16 and the spring 15 refers to maintaining the contact pressure between the sealing ring and the annular groove 12 by an axial elastic element. Specifically, the wave spring 15 and the thrust bearing can be used to achieve adaptive adjustment of the axial pressure.

[0031] Specifically, the crankshaft drive gear 9 reduces transmission vibration by meshing with the shock-absorbing gear assembly 7, and the coaxial transmission gear 8 transmits power synchronously to the linkage gear 2 and the lubrication drive gear. When the linkage gear 2 drives the water pump shaft 1 to rotate, the coupling 10 transmits power to the externally mounted water pump assembly 6. The sealing cover 11 is fixed to the upper housing by bolts, and its internal annular groove 12 forms a radial sealing interface with the rubber sealing ring 13. The spring 15 applies axial pressure to the sealing ring through the plane bearing 16, compensating for axial displacement during the operation of the coupling 10 and preventing lubricating oil from leaking from the inside of the housing. When the water pump shaft 1 produces a slight axial movement, the plane bearing 16 can reduce frictional resistance, and the spring 15 continues to maintain close contact between the sealing ring and the annular groove 12.

[0032] Compared to existing technologies, which traditionally use independent gear trains to drive the cooling and lubrication systems, this solution achieves integrated power distribution by sharing a common damping gear assembly 7 and transmission gear 8, reducing the number of gears by approximately 40%. Existing sealing structures often use a single rubber ring for static sealing. This solution, through the dynamic compensation design of spring 15 and planar bearing 16, automatically adjusts the sealing pressure with axial displacement, maintaining an effective seal even under vibrating conditions.

[0033] Through the above technical solution, this application achieves the synchronous drive of the cooling and lubrication systems, reducing the number of transmission structure parts by approximately 30% and the overall system weight by 15%. The dynamic compensation capability of the sealing mechanism reduces the leakage rate of coupling 10 to less than 20% of the traditional structure, adapting to long-term stable operation in high-altitude, low-pressure environments. The vibration amplitude of the gear train is reduced by approximately 50%, effectively extending the service life of the bearings and meeting the reliability requirements of small UAVs for compact power systems.

[0034] The present application further proposes a technical solution of providing a lubricating oil injection port 14 on the sealing cover 11 .

[0035] The lubricating oil inlet 14 is an oil supply channel interface provided on the surface of the sealing cover 11. Specifically, it can be implemented in the form of a threaded interface or a quick-connect connector. Its axial position can be located at the top or in a non-pressure-bearing lateral area of ​​the sealing cover 11. This inlet is connected to the lubricating oil output port of the oil pump assembly 5 via a pipeline to form a circuit, used to replenish lubricating medium to the transmission components of the coupling 10, thereby solving the friction loss problem caused by insufficient lubrication in traditional sealing structures.

[0036] Specifically, the lubricating oil inlet 14 and the output end of the oil pump assembly 5 form a closed-loop oil supply system via a pressure-resistant hose. When the engine is running, lubricating oil from the oil pump is continuously injected into the internal cavity of the sealing cover 11 through the inlet, lubricating the coupling 10, the interlocking gears, and other components. Simultaneously, the lubricating medium circulates within the enclosed space formed by the sealing cover 11 and the rubber sealing ring 13, providing lubrication and protection for the transmission components while also enhancing the tightness of the sealing interface through the oil film.

[0037] This solution achieves dynamic lubrication replenishment through built-in lubricating oil channels, effectively avoiding abnormal wear of sealing components due to lubrication failure. At the same time, the presence of the oil film layer enhances the pressure adaptability of the sealing interface, and can maintain stable sealing performance under high engine speed conditions.

[0038] Through the above technical solution, this application solves the technical defect of the traditional sealing structure that is difficult to supply lubrication, realizes continuous lubrication protection during the operation of the transmission parts, significantly reduces mechanical friction loss, and at the same time enhances the air tightness of the device through oil film sealing, ensuring that the engine can still maintain reliable operation of the cooling and lubrication system in a high-altitude and low-pressure environment.

[0039] The present application further proposes that the lubrication drive device includes an oil pump shaft 3 and a linkage gear 2 4 , wherein the linkage gear 2 4 is fixedly connected to the oil pump shaft 3 , and one end of the oil pump shaft 3 is connected to the power input end of the oil pump assembly 5 .

[0040] Among them, the oil pump shaft 3 refers to a rigid rod-shaped component used to transmit rotational power to the oil pump assembly 5. Specifically, it can be made of alloy steel material through a heat treatment process, and its surface can be provided with keyways or splines to achieve power transmission. The shaft body directly engages with the transmission gear 8 through the linkage gear 2 4 to achieve axial transmission of power input. The linkage gear 2 4 refers to a cylindrical gear that forms a meshing relationship with the transmission gear 8. Specifically, it can be made of carburized and quenched steel material, and its tooth profile parameters match the transmission gear 8. The gear is fixed to the oil pump shaft 3 by a key connection or interference fit to achieve torque transmission. The power input end of the oil pump assembly 5 refers to the mechanical interface inside the oil pump that receives external driving force. Specifically, a spline sleeve structure or a flange connection structure can be used to receive the rotational motion transmitted by the oil pump shaft 3 and convert it into reciprocating motion of the oil pump piston.

[0041] Specifically, linkage gear 2 (4) is mounted midway along the oil pump shaft (3), its teeth maintaining constant meshing with transmission gear (8). When the crankshaft drive gear (9) rotates the transmission gear (8) via the damping gear assembly (7), linkage gear 2 (4) transmits the rotational motion to the oil pump shaft (3). The distal end of the oil pump shaft (3) is rigidly connected to the power input of the oil pump assembly (5) via a spline or flange, directly converting the rotational energy into the pumping action of the oil pump piston. This layout allows the lubrication system's drive mechanism and the cooling system to share the same transmission gear (8), eliminating the need for separate drive gears.

[0042] This solution eliminates intermediate transmission components by directly meshing linkage gear 2 (4) with transmission gear 8 and directly connecting oil pump shaft 3 to oil pump assembly 5. This design reduces the axial length of the lubrication drive mechanism, while also reducing the number of meshing gear pairs and the cumulative error of the transmission chain.

[0043] Through the above-mentioned technical solution, this application achieves the same-source power distribution between the lubrication system drive mechanism and the cooling system drive mechanism, effectively resolving the structural redundancy issues inherent in traditional separate drive systems. The rigid connection between the oil pump shaft 3 and linkage gear 2 4 ensures reliable power transmission, while the direct-connected oil pump assembly 5 avoids energy loss caused by multi-stage transmission. This integrated design optimizes space utilization within and outside the engine crankcase 19, making it particularly suitable for inline four-cylinder engine layouts, which are sensitive to axial mounting space.

[0044] The present application further proposes that the oil pump assembly 5 is installed inside the lower case of the engine crankcase 19 near the oil pan of the engine.

[0045] The interior of the lower case refers to the enclosed cavity formed by the lower half of the crankcase 19. Specifically, this structure can be formed as a single unit using casting or welding. It houses and provides installation space for the oil pump assembly 5. The oil pan is the reservoir area at the bottom of the engine that stores lubricating oil. Placing the oil pump assembly 5 near this location shortens the lubricating oil intake path and reduces flow resistance.

[0046] Specifically, the oil pump assembly 5 is fixed inside the lower housing, with its power input connected to the lubrication drive unit via a drive shaft. Because the oil pump assembly 5 is located adjacent to the oil sump, lubricating oil can be delivered directly to the engine's lubrication points via short pipelines, reducing oil pressure losses. Furthermore, the lower housing's internal space is fully utilized, eliminating the need for additional external mounting space and contributing to a more compact overall engine structure.

[0047] This solution optimizes the spatial layout to form the shortest oil path connection between the oil pump assembly 5 and the oil pan, which not only reduces the oil suction resistance of the oil pump, but also reduces the risk of leakage caused by long pipelines.

[0048] Through the above technical solution, this application effectively shortens the lubricating oil circulation path and improves the oil supply efficiency of the lubrication system. At the same time, it reduces the number of external accessories of the engine through an integrated layout, providing support for the lightweight design of the aircraft power system.

[0049] The present application further proposes that the sealing cover 11 and the upper box body are sealed and fixed by bolts.

[0050] The sealing cover 11 is a protective component used to cover the coupling 10 and cooperate with the crankcase 19. It can be specifically implemented as an aluminum alloy casting, with an annular groove 12 on its inner wall to accommodate the sealing element. The upper housing refers to the upper shell structure of the engine crankcase 19, which is typically manufactured using a split casting process. Bolt sealing and fixing refers to the mechanical connection between the two components through threaded fasteners, while forming a pressure-sealed interface at the joint surface. Specifically, this can be achieved using flanged end faces with hexagonal bolts. The bolt preload causes the contact surface between the sealing cover 11 and the housing to undergo plastic deformation, forming a sealing layer.

[0051] Specifically, the flange end face of the sealing cover 11 is fastened to the corresponding mounting surface of the upper housing using bolts. Bolts are evenly distributed along the circumference, generating axial pressure during tightening to maintain a tight fit between the contact surfaces. The contact surface can be machined flat or fitted with a sealing gasket. The preload of the bolts compresses the sealing material, filling microscopic gaps. During installation, a torque wrench is used to control the bolt tightening torque to ensure even distribution of sealing pressure.

[0052] This solution realizes a detachable sealing structure through bolt connection, which not only ensures the reliability of static sealing, but also facilitates the rapid disassembly and replacement of sealing elements during maintenance. At the same time, the bolt pre-tightening force can compensate for material deformation caused by temperature changes.

[0053] Through the above technical solution, this application effectively solves the problem of oil leakage at the connection between the engine housing and the sealing cover 11. The bolted fixing method makes the sealing pressure more evenly distributed, avoiding local stress concentration and seal failure. The detachable structure design facilitates regular maintenance and inspection of the sealing status, reducing the risk of lubrication system failure caused by seal aging.

[0054] The present application further proposes that the lubricating oil injection port 14 is connected to the lubricating oil output end of the oil pump assembly 5 in the engine through a pipeline.

[0055] The lubricating oil inlet 14 is an opening on the sealing cover 11 for injecting lubricating oil into the interior of the sealing cover 11. Specifically, this can be achieved using a threaded connection with a one-way valve. Its function is to provide continuous lubrication for the moving parts between the coupling 10 and the sealing cover 11. Pipeline communication refers to establishing a fluid passage between the output end of the oil pump assembly 5 and the inlet via a metal hose or oil-resistant rubber tube. Specifically, this can be achieved using a clamp-type quick-connect connector. Its function is to automatically replenish the lubricating oil within the sealing cover 11 using the pressurized lubricating oil output by the oil pump, eliminating the need for manual, periodic refilling.

[0056] Specifically, the oil pump assembly 5 continuously delivers pressurized lubricating oil during engine operation. This oil is piped to the inlet of the sealing cover 11 and enters the internal annular groove 12 of the sealing cover 11, lubricating the friction surfaces of the coupling 10 during rotation. Because the inlet is directly connected to the oil pump output, the amount of lubricating oil supplied automatically adjusts with engine speed. For example, as the oil pump output pressure increases at high speeds, the flow rate at the inlet increases simultaneously, thereby adapting to the lubrication needs of varying operating conditions.

[0057] This solution directly reuses the lubricating oil output pressure of the oil pump assembly 5 through the pipeline, which not only saves the need for independent lubrication components, but also eliminates the risk of abnormal wear of components caused by untimely manual oiling.

[0058] Through the above technical solution, the present application achieves automatic circulation and replenishment of lubricating oil within the sealing cover 11, effectively reducing friction loss between the coupling 10 and the sealing cover 11, while preventing external impurities from entering the sealing area through the injection port. The pipeline connection design extends the maintenance cycle of the lubrication system and maintains stable oil supply capacity in high-altitude and low-temperature environments.

[0059] The present application further proposes to provide an annular sealing groove 17 on the end face of the rubber sealing ring 13 close to the linkage gear 2, and to provide an annular protrusion 18 that cooperates with the annular sealing groove 17 on the end of the annular groove 12 close to the linkage gear 2.

[0060] The annular sealing groove 17 is an annular groove structure provided on the axial end face of the rubber sealing ring 13. Specifically, it can be achieved by using a compression molding process to machine a semicircular groove on the end face of the rubber sealing ring 13. The groove and the protrusion form a labyrinth seal structure. The annular protrusion 18 is an annular raised structure provided on the end of the annular groove 12. Specifically, it can be achieved by machining a semicircular rib on the end of the metal ring groove 12. The rib forms a complementary fit with the sealing groove.

[0061] Specifically, when coupling 10 rotates the rubber sealing ring 13, the annular sealing groove 17 and the annular protrusion 18 form an axially contacting seal. Under the preload of spring 15 and the support of planar bearing 16, the rubber sealing ring 13 undergoes axial displacement, maintaining contact between the sealing groove and the protrusion. Because the sealing groove and the protrusion form a continuous, closed annular contact zone, they block axial leakage of lubricating oil. Under engine vibration conditions, the rubber sealing groove elastically deforms to compensate for axial displacement, while the metal annular protrusion 18 maintains structural stability.

[0062] This solution forms a radial and axial dual sealing mechanism by adding an axial sealing pair, which effectively suppresses sealing failure caused by axial vibration while maintaining the original radial sealing effect.

[0063] Through the above-mentioned technical solution, this application solves the problem of axial lubricating oil leakage in engine coupling 10, reduces the sealing structure's sensitivity to assembly precision, and extends the seal's service life. Under high engine speed conditions, the dual seal structure maintains stable sealing pressure, preventing vibration-induced separation of the sealing interface and ensuring pressure stability in the crankcase's internal lubrication system.

[0064] The present application further proposes an engine, which includes a cooling drive device and a lubrication drive device linked to the crankshaft drive gear 9, the cooling drive device is connected to the water pump assembly 6, the lubrication drive device is connected to the oil pump assembly 5, the crankshaft drive gear 9 is meshed with a damping gear assembly 7, the damping gear assembly 7 is coaxially provided with a transmission gear 8, the cooling drive device and the lubrication drive device are respectively meshed and connected with the transmission gear 8, the water pump assembly 6 is installed on the outside of the upper case of the engine crankcase 19, the cooling drive device includes a water pump shaft 1, a coupling 10 and a linkage gear 2, the linkage gear 2 is fixedly connected to one end of the water pump shaft 1 and is connected to the transmission gear 8 The water pump shaft 1 is meshed, and one end of the water pump shaft 1 extending out of the upper housing is connected to the power input end of the water pump assembly 6 through the coupling 10. A sealing mechanism is provided on the upper housing corresponding to the coupling 10. The sealing mechanism includes a sealing cover 11 covering the coupling 10 and cooperating with the crankcase 19, an annular groove 12 in the sealing cover 11 close to the side of the water pump assembly 6, and a rubber sealing ring 13 provided on the coupling 10 and sealingly cooperating with the annular groove 12. A spring 15 and a plane bearing 16 are provided on the end of the rubber sealing ring 13 away from the linkage gear 2. The plane bearing 16 is located in the annular groove 12 at the end away from the linkage gear 2, and the spring 15 is located between the plane bearing 16 and the rubber sealing ring 13.

[0065] Among them, an in-line piston engine refers to a reciprocating internal combustion engine with cylinders arranged in a straight line. Specifically, it can be implemented by a four-cylinder in-line layout, and the lateral space occupied can be reduced by optimizing the cylinder arrangement. Among them, the cooling and lubrication system drive device refers to a transmission mechanism that integrates cooling and lubrication functions. Specifically, it can be implemented by a linkage structure with a common transmission gear 8, and the operation of the water pump and the oil pump are synchronously controlled by a single drive source. Among them, the shock-absorbing gear assembly 7 refers to a gear pair with a vibration buffering function. Specifically, it can be implemented by an elastic material composite gear or a damping structure gear, which is used to reduce the impact load during the crankshaft transmission process. Among them, the transmission gear 8 refers to an intermediate gear used for power distribution. Specifically, it can be implemented by a helical gear or a spur gear structure, and the power is transmitted to the cooling and lubrication system through a meshing relationship. Among them, the sealing mechanism refers to a closed structure that prevents lubricating oil leakage. Specifically, it can be implemented by a combination of a dynamic sealing assembly and a static sealing cover 11, and the sealing interface pressure is maintained by the preload force of the spring 15.

[0066] Specifically, crankshaft drive gear 9 transmits power to transmission gear 8 through meshing with damping gear assembly 7. Transmission gear 8 simultaneously drives linkage gear 1 (2) of the cooling system and linkage gear 2 (4) of the lubrication system, enabling synchronized operation of water pump assembly 6 and oil pump assembly 5. Water pump assembly 6 is mounted on the outside of the upper housing and connected to water pump shaft 1 via coupling 10. A sealing cover 11 is located on the outside of coupling 10. An internal annular groove 12 of sealing cover 11 forms a dynamic sealing interface with rubber sealing ring 13. A spring 15 applies axial pressure to rubber sealing ring 13 via a flat bearing 16, compensating for wear on the sealing surface and accommodating dimensional fluctuations caused by temperature changes. The oil pump assembly 5 of the lubrication drive is located inside the lower housing, near the oil pan, shortening the lubricating oil delivery path.

[0067] This solution integrates power distribution by sharing the damping gear assembly 7 and the transmission gear 8, reducing the number of gear pairs and housing openings. Furthermore, the damping gear assembly 7 effectively absorbs crankshaft torsional vibrations, reducing the impact load on the transmission gear 8. The sealing mechanism utilizes a dynamic seal structure with spring 15 compensation, which is more adaptable to high-speed rotation conditions of the coupling 10 than traditional static seals.

[0068] Through the above technical solutions, this application solves the problem of excessive size caused by redundant structural cooling and lubrication systems in traditional engines. The integrated drive design reduces mechanical complexity and improves power transmission efficiency. The synchronously driven cooling and lubrication systems precisely coordinate their operating states, adapting to the demands of rapid response in high-altitude environments. The sealing mechanism maintains stable sealing performance under dynamic operating conditions, reducing the risk of lubricant leakage and extending the service life of key components.

[0069] The present application further proposes an aircraft, which uses an engine including an in-line piston engine cooling and lubrication system drive device, the drive device including a cooling drive device and a lubrication drive device respectively linked to the crankshaft drive gear 9, the cooling drive device is connected to the water pump assembly 6, the lubrication drive device is connected to the oil pump assembly 5, the crankshaft drive gear 9 meshes with the shock absorber gear assembly 7, the shock absorber gear assembly 7 is coaxially provided with a transmission gear 8, the cooling drive device and the lubrication drive device are respectively meshed with the transmission gear 8, the water pump assembly 6 is installed on the outside of the upper case of the engine crankcase 19, the cooling drive device includes a water pump shaft 1, a coupling 10 and a linkage gear 2, the linkage gear 2 is fixedly connected to the water pump shaft 1 and meshes with the transmission gear 8, the water pump shaft 1 is connected to the water pump assembly 6 through the coupling 10, a sealing mechanism is provided on the outside of the coupling 10, the sealing mechanism includes a sealing cover 11, a ring groove 12 and a rubber sealing ring 13, a spring 15 and a plane bearing 16 are provided at the end of the rubber sealing ring 13.

[0070] The damping gear assembly 7 is a device that transmits power and dampens vibrations through gear meshing. Specifically, it can be implemented as a gear set with a damping structure, which is used to reduce vibration transmitted from the crankshaft drive gear 9 to the transmission gear 8. The transmission gear 8 is a gear mounted coaxially with the damping gear, specifically a helical or spur gear, and is used to synchronously transmit power to the cooling and lubrication drive. The sealing mechanism is a component that prevents lubricating oil leakage. Specifically, it can be implemented as an interference fit between the rubber sealing ring 13 and the annular groove 12. The combination of the plane bearing 16 and the spring 15 maintains the contact pressure between the sealing ring and the annular groove 12.

[0071] Specifically, the engine crankshaft drive gear 9 transmits power to the transmission gear 8 via the damping gear assembly 7. The transmission gear 8 simultaneously drives the cooling system's linkage gear 2 and the lubrication system's linkage gear 4. Linkage gear 12 rotates the water pump shaft 1, transmitting power to the externally mounted water pump assembly 6 via coupling 10. Linkage gear 24 drives the oil pump shaft 3, which in turn drives the oil pump assembly 5. A sealing cover 11 encloses the coupling 10 area. A rubber sealing ring 13 is embedded in the annular groove 12, forming a dynamic seal with the coupling 10. A spring 15 applies axial pressure to the sealing ring via a plane bearing 16, ensuring stable contact at the sealing interface even under shaft vibration conditions.

[0072] In some embodiments, the sealing cap 11 can be designed as a split structure for easier maintenance. The depth of the annular groove 12 can be 1.2-1.5 times the thickness of the rubber sealing ring 13. The spring 15 can be a conventional spring 15 or a set of disc springs 15 for axial preload. The plane bearing 16 can be a graphite self-lubricating bearing. The lubricating oil inlet 14 can be located at the top of the sealing cap 11 for easy filling.

[0073] This solution enhances the sealing reliability by using the plane bearing 16 structure loaded by the spring 15, and is particularly suitable for the part of the coupling 10 where axial movement occurs.

[0074] Through this technical solution, the drive mechanisms of the engine cooling and lubrication systems are integrated into a single transmission chain, eliminating the structural redundancy of separate drive units in traditional designs. The coordinated design of transmission gear 8 and damping gear effectively reduces vibration interference during power transmission. The dual sealing mechanism ensures the sealing performance of coupling 10 at high speeds, enabling the aircraft engine to maintain stable cooling and lubrication system operation in high-altitude, low-pressure environments.

[0075] The above embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the concept of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be based on the appended claims.

[0076] Although the embodiments of the present application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present application is defined by the appended claims and their equivalents.

Claims

1. A cooling and lubrication system drive device for an in-line piston engine, characterized in that: The invention comprises a cooling drive device and a lubricating drive device respectively linked with a crankshaft drive gear (9), wherein the cooling drive device is connected with a water pump assembly (6), and the lubricating drive device is connected with an oil pump assembly (5). A damping gear assembly (7) is provided at the crankshaft drive gear (9) in meshing relationship, and a transmission gear (8) is provided coaxially with the damping gear assembly (7). The cooling drive device and the lubricating drive device are respectively meshed with the transmission gear (8). The water pump assembly (6) is installed outside the upper housing of the engine crankcase. The cooling drive device comprises a water pump shaft (1), a coupling (10) and a linkage gear (2). The linkage gear (2) is fixedly connected with one end of the water pump shaft (1), and the linkage gear (2) is meshed with the transmission gear (8). One end of the water pump shaft (1) extending out of the upper housing is meshed with the coupling (10). 0), the other end of the coupling (10) is connected to the power input end of the water pump assembly (6), and a sealing mechanism is provided on the upper housing corresponding to the coupling (10), the sealing mechanism comprising a sealing cover (11) for covering the coupling (10) and cooperating with the crankcase, an annular groove (12) provided in the sealing cover (11) and close to the side of the water pump assembly (6), and a rubber sealing ring (13) provided on the coupling (10) and sealingly cooperating with the annular groove (12), a spring (15) and a plane bearing (16) are provided on the end of the rubber sealing ring (13) away from the linkage gear one (2), the plane bearing (16) is provided in the annular groove (12) away from the end of the linkage gear one (2), and the spring (15) is provided between the plane bearing (16) and the rubber sealing ring (13).

2. The cooling and lubrication system drive device of an in-line piston engine according to claim 1, characterized in that: The sealing cover (11) is provided with a lubricating oil injection port (14).

3. The cooling and lubrication system drive device of an in-line piston engine according to claim 1, characterized in that: The lubrication drive device comprises an oil pump shaft (3) and a second linkage gear (4), wherein the second linkage gear (4) is fixedly connected to the oil pump shaft (3), and one end of the oil pump shaft (3) is connected to the power input end of the oil pump assembly (5).

4. The cooling and lubrication system driving device of an in-line piston engine according to claim 1, characterized in that: The oil pump assembly (5) is installed inside the lower case of the engine crankcase at a position close to the oil pan of the engine.

5. The cooling and lubrication system driving device of an in-line piston engine according to claim 1, characterized in that: The sealing cover (11) and the upper box body are sealed and fixed together by bolts.

6. The cooling and lubrication system driving device of an in-line piston engine according to claim 2, characterized in that: The lubricating oil injection port (14) is connected to the lubricating oil output end of the oil pump assembly (5) in the engine through a pipeline.

7. The cooling and lubrication system driving device of an in-line piston engine according to claim 1, characterized in that: An annular sealing groove (17) is provided on the end surface of the rubber sealing ring (13) close to the linkage gear one (2), and an annular protrusion (18) that cooperates with the annular sealing groove (17) is provided on the end of the annular groove (12) close to the linkage gear one (2).

8. An engine, characterized in that: A cooling and lubrication system drive device according to any one of claims 1 to 7 is used.

9. An aircraft, characterized in that: The engine according to claim 8 is used.

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