Aero-engine magneto rotor

Abstract

An aero-engine magneto rotor is installed on a crankshaft and used in cooperation with a stator disc. The magneto rotor comprises a disc body made of aluminum alloy materials, a plurality of permanent magnets used for generating magnetic fields and triggering ignition signals are evenly embedded in the outer circle face of the disc body, and the magnetic pole directions of the permanent magnets are arranged in the circumferential direction of the disc body. The disc body is made of an aluminum alloy material so that the weight of the magnetic steel can be greatly reduced. The permanent magnets are of an embedded structure, the permanent magnets and the disc body are integrated, and the problem that the permanent magnets are fixed on the magnetic steel is thoroughly solved; 2, the structure of the magneto rotor is simplified, and the manufacturing cost of the magneto rotor is reduced; and thirdly, the disc body does not have magnetic conductivity, and when the permanent magnet is close to the induction coil, the induction coil can generate a stronger ignition signal. Besides, the magnetor rotor is not provided with a protruding ignition signal trigger block, and the permanent magnets are directly exposed out of the outer circular surface of the disc body, so that the distance between the permanent magnets and the coil is greatly shortened, and the power generation efficiency is improved.

Description

Technical Field

[0001] This utility model relates to the field of aero-engine technology, and in particular to an aero-engine magneto rotor. Background Technology

[0002] Piston-type aero engines are mainly composed of components such as crankshaft, connecting rod, piston, cylinder, magneto, gas distribution mechanism, and casing. Among them, the magneto has two functions: first, to generate electricity to provide electrical energy for the aero engine; and second, to provide ignition timing signals for the aero engine.

[0003] Referring to Figure 1, the magneto mainly consists of a rotor and a stator disk. The stator disk is mounted on the casing, and the rotor is mounted on the crankshaft. A permanent magnet 20 and an ignition signal trigger block 30 are installed on the magneto rotor. Two types of coils are installed on the stator disk: a generator coil 50, which cuts magnetic lines of force to generate electricity; and an induction coil 40, which works in conjunction with the ignition signal trigger block 30 to generate an ignition signal.

[0004] Currently, there are two main problems with the magneto rotor: First, the permanent magnet 20 cannot be fixed by conventional means. Only a complex flanging and fastening process can be used to clamp the tile-shaped permanent magnet 20 inside the rotor made of steel, resulting in a large weight and volume of the rotor and high manufacturing cost, which does not meet the requirements of lightweighting for aero engines. Second, because the permanent magnet 20 is clamped inside the rotor and the ignition signal trigger block 30 is protruding, the distance between the permanent magnet 20 and the power generation coil 50 is large, which affects the power generation efficiency. Utility Model Content

[0005] To overcome the shortcomings of the prior art, this utility model discloses a magneto rotor for an aircraft engine, the purpose of which is:

[0006] 1. Reduce the weight and size of the magneto rotor to lower manufacturing costs;

[0007] 2. Shorten the distance between the permanent magnet and the coil to improve power generation efficiency.

[0008] Specifically, the present invention adopts the following technical solution:

[0009] An aero-engine magneto rotor is mounted on a crankshaft and used in conjunction with a stator disk. The magneto rotor includes a disk made of aluminum alloy, on which a plurality of permanent magnets for generating a magnetic field and triggering ignition signals are uniformly embedded on the outer circumference of the disk. The magnetic poles of the permanent magnets are arranged along the circumference of the disk.

[0010] After implementing the above technical solution, the beneficial effects of this utility model compared to the prior art are:

[0011] 1. The disk body is made of aluminum alloy, which can significantly reduce the weight of the magnets;

[0012] 2. The embedded structure integrates the permanent magnet with the disk body, completely solving the problem of fixing the permanent magnet on the magnet.

[0013] 3. The structure of the magneto rotor has been simplified, reducing manufacturing costs;

[0014] 4. There is no protruding ignition signal trigger block, and the permanent magnet is directly exposed on the outer circumference of the disk, which greatly shortens the distance between the permanent magnet and the coil and improves the power generation efficiency.

[0015] 5. The permanent magnet has a magnetic field, while the disk does not have magnetic conductivity. When the permanent magnet approaches the induction coil, the induction coil can generate a strong ignition signal.

[0016] The existing permanent magnet is clamped inside a rotor made of steel, making the rotor magnetic. Therefore, only a protruding ignition signal trigger block can be placed on the rotor. The ignition principle is as follows: when the ignition signal trigger block is not close to the induction coil, the rotor has a relatively weak magnetic field strength, and the induction coil induces a low electrical signal. When the ignition signal trigger block approaches the induction coil, the gap between the induction coil and the magneto rotor suddenly decreases, the magnetic field strength suddenly increases, and the induction coil can induce a higher electrical signal, thus forming an ignition signal. Because the difference between the higher and lower electrical signals is small, the ignition signal is not obvious, and the engine may not ignite.

[0017] This magneto rotor does not have a prominent ignition signal trigger block, and the disc is not magnetically conductive. When the permanent magnet is not close to the induction coil, the induction coil will hardly induce an electrical signal. However, when the permanent magnet approaches the induction coil, the induction coil can induce a very high electrical signal. Due to the significant signal difference, a clear ignition signal can be generated, ensuring engine ignition.

[0018] To further improve the technical solution, four arc-shaped clearance grooves are evenly provided on the outer circular surface of the disc.

[0019] The beneficial effects of implementing the above technical solution are as follows: the clearance groove has two functions. One is to avoid bolts, making it easier for operators to use tools to pass through the clearance groove for assembly operations; the other is to indirectly reduce weight.

[0020] Further improvements to the technical solution include the addition of weight-reducing structures evenly distributed circumferentially on the disc body.

[0021] The beneficial effects of implementing the above technical solution are as follows: the weight reduction structure can be a weight reduction groove or a weight reduction hole, which can further reduce the weight of the magneto rotor and help improve the lightweighting of the aero engine.

[0022] In a further improved technical solution, the length of the permanent magnet embedded in the disk body is greater than the length of its protruding part outside the disk body.

[0023] The beneficial effect of implementing the above technical solution is that the length of the permanent magnet embedded in the disk is greater than the length of it protruding from the disk, forming a structure with a small opening and a large belly, ensuring that the permanent magnet will not come out of the disk.

[0024] To further improve the technical solution, a positioning shaft hole is provided at the center of the disc body.

[0025] The beneficial effects of implementing the above technical solution are as follows: the magneto rotor is mounted on the crankshaft, and the setting of the positioning shaft hole helps to ensure the coaxiality of the magneto rotor and the crankshaft.

[0026] To further improve the technical solution, multiple adjustment connection holes are evenly arranged circumferentially on the disc body, with the axis of the positioning shaft hole as the center and in an arc shape.

[0027] The beneficial effects of implementing the above technical solution are as follows: during assembly, there is a certain installation angle relationship between the permanent magnet and the induction coil, and the installation angle of the magneto rotor on the crankshaft can be adjusted by setting an arc-shaped adjustment connection hole.

[0028] To further improve the technical solution, two permanent magnets are evenly arranged on the outer circular surface of the disk.

[0029] The beneficial effects of implementing the above technical solution are: for small-displacement four-cylinder aircraft engines, setting two permanent magnets can meet the needs of power generation and timing ignition. Attached Figure Description

[0030] Figure 1 shows a schematic diagram of the structure of a conventional aircraft engine magneto rotor.

[0031] Figure 2 shows a front view of the magneto rotor of this aircraft engine.

[0032] Figure 3 shows a rear view of the magneto rotor of this aircraft engine.

[0033] Figure 4 shows a cross-sectional view of Figure 2.

[0034] Figure 5 shows a three-dimensional structural schematic diagram of the magneto rotor of this aircraft engine.

[0035] Figure 6 shows a schematic diagram of the rotor of the magneto of this aircraft engine during operation.

[0036] In the attached image:

[0037] 10. Disc body; 11. Clearance groove; 12. Positioning shaft hole; 13. Adjustment connection hole; 14. Weight reduction structure;

[0038] 20. Permanent magnet;

[0039] 30. Ignition signal trigger block;

[0040] 40. Induction coil;

[0041] 50. Generating coil. Detailed Implementation

[0042] The preferred embodiments of this utility model are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely used to explain the technical principles of this utility model and are not intended to limit the scope of protection of this utility model. It should be noted that in the description of this utility model, terms such as "front," "rear," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. This is merely for ease of description and does not indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation; therefore, it should not be construed as a limitation of this utility model. It should also be noted that in the description of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0043] A magneto rotor for an aircraft engine, mounted on a crankshaft, is used for generating electricity and providing ignition timing. The magneto rotor includes a disc and permanent magnets; its structure and function are described in detail below.

[0044] Referring to Figures 2-5, the disk 10 is made of aluminum alloy, and a plurality of permanent magnets 20 are uniformly embedded on the outer circumferential surface of the disk 10, with the magnetic poles (NS) of each permanent magnet 20 arranged circumferentially along the disk 10. In this embodiment, the magneto rotor is applied to a small four-cylinder aircraft engine with a displacement of 550ml, and two permanent magnets 20 are embedded on the outer circumferential surface of the disk 10. It is worth noting that for a six-cylinder aircraft engine, three permanent magnets 20 can be uniformly embedded on the outer circumferential surface of the disk 10; for an eight-cylinder aircraft engine, four permanent magnets 20 can be uniformly embedded on the outer circumferential surface of the disk 10.

[0045] First, using aluminum alloy for the disc body 10 significantly reduces the weight of the magnet. Second, the embedded structure integrates the permanent magnet 20 with the disc body 10, permanently solving the problem of fixing the permanent magnet 20 to the magnet. Furthermore, the embedded structure allows the permanent magnet 20 to be directly exposed on the outer surface of the disc body 10, eliminating the need for an outer sheath and shortening the distance between the permanent magnet 20 and the coil. Finally, the embedded structure simplifies the structure of the magneto rotor, reducing manufacturing costs.

[0046] In terms of manufacturing process, the permanent magnet 20 can be embedded during the casting of the disc 10. The melting point of the aluminum alloy material is only 500-600℃, and technical means can be used to ensure that the permanent magnet does not demagnetize.

[0047] Referring again to Figure 1, the existing permanent magnet 20 is clamped within a rotor made of steel, making the rotor magnetic. Therefore, only a protruding ignition signal trigger block 30 can be installed on the rotor. The ignition principle is as follows: when the ignition signal trigger block 30 is not close to the induction coil 40, the rotor has a relatively weak magnetic field strength, and the induction coil 40 responds with a low electrical signal. When the ignition signal trigger block 30 approaches the induction coil 40, the gap between the induction coil 40 and the rotor suddenly decreases, the magnetic field strength suddenly increases, and the induction coil 40 can induce a higher electrical signal, thus forming an ignition signal. Because the difference between the higher and lower electrical signals is small, the ignition signal is not obvious, and the engine may not ignite.

[0048] Referring to Figure 6, the rotor of this magneto does not have a protruding ignition signal trigger block, and the disc 10 is not magnetic. When the permanent magnet 20 is not close to the induction coil 40, the induction coil 40 will not induce an electrical signal. However, when the permanent magnet 20 approaches the induction coil 40, the induction coil 40 can induce a very high electrical signal. Due to the significant signal difference, a clear ignition signal can be generated, ensuring engine ignition.

[0049] For a four-cylinder aero engine, two permanent magnets 20 are embedded in the disk 10. One permanent magnet 20 is used to provide ignition signals for two of the cylinders, and the other permanent magnet 20 is used to provide ignition signals for the other two cylinders. Similarly, for a six-cylinder aero engine, three permanent magnets 20 can be evenly embedded on the outer circumference of the disk 10; for an eight-cylinder aero engine, four permanent magnets 20 can be evenly embedded on the outer circumference of the disk 10.

[0050] Furthermore, since the rotor of this magneto does not have a prominent ignition signal trigger block 30, the distance between the permanent magnet 20 and the power generation coil 50 is further shortened, the density of the power generation coil 50 cutting magnetic lines of force is increased, and the power generation efficiency is improved.

[0051] To further improve the technical solution, four arc-shaped clearance grooves 11 are evenly provided on the outer circular surface of the disc. The clearance grooves 11 serve two purposes: first, they allow bolts to pass through the grooves, making it easier for operators to use tools for assembly operations; second, they indirectly reduce weight.

[0052] To further improve the technical solution, a weight-reducing structure 14 is uniformly arranged circumferentially on the disk body 10. The weight-reducing structure 14 can be a weight-reducing groove or a weight-reducing hole. The weight-reducing structure 14 can further reduce the weight of the magneto rotor, which is beneficial to improving the lightweighting of the aero engine.

[0053] A further improvement to the technical solution is that the length of the permanent magnet 20 embedded in the disk body 10 is greater than the length protruding from the disk body 10. This creates a structure with a small opening and a large interior, ensuring that the permanent magnet 20 will not detach from the disk body 10.

[0054] A further improvement to the technical solution is that a positioning shaft hole 12 is provided at the center of the disc body 10. The magneto rotor is mounted on the crankshaft, and providing the positioning shaft hole 12 helps to ensure the coaxiality of the magneto rotor and the crankshaft.

[0055] To further improve the technical solution, eight adjustment connection holes 13 are evenly arranged circumferentially on the disc body 10, each centered on the axis of the positioning shaft hole 12 and forming an arc. During assembly, there is a certain installation angle relationship between the induction coil 40 and the permanent magnet 20. The arc-shaped adjustment connection holes 13 allow for adjustment of the installation angle of the magneto rotor on the crankshaft, ensuring the installation angle between the permanent magnet 20 and the induction coil 40.

[0056] The parts not detailed herein are prior art. Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of protection of which is defined by the appended claims and their equivalents.

Claims

1. An aeroengine magneto rotor mounted on a crankshaft for use with a stator disc, characterised in that: The magnetoelectric machine rotor comprises a disc body made of an aluminum alloy material, a plurality of permanent magnets for generating a magnetic field and triggering an ignition signal are uniformly embedded on the outer circular surface of the disc body, the magnetic pole direction of the permanent magnets is arranged along the circumference of the disc body, and the length of the permanent magnets embedded in the disc body is greater than the length of the permanent magnets exposed outside the disc body.

2. An aircraft engine magneto rotor as recited in claim 1 wherein: Four circular-arc-shaped avoiding grooves are uniformly arranged on the outer circular surface of the disc body.

3. An aircraft engine magneto rotor as recited in claim 1 wherein: A weight-reducing structure is uniformly arranged on the disc body along the circumference.

4. An aircraft engine magneto rotor as recited in claim 1 wherein: A positioning shaft hole is arranged at the center position of the disc body.

5. An aircraft engine magneto rotor as recited in claim 4, characterized by: A plurality of circular-arc-shaped adjusting connecting holes with the axis of the positioning shaft hole as the center are uniformly arranged on the disc body along the circumference.

6. An aircraft engine magneto rotor as recited in claim 1 wherein: Two permanent magnets are uniformly arranged on the outer circular surface of the disc body.

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