A hybrid transmission assembly for an aircraft

Abstract

The utility model provides a kind of special hybrid power transmission assembly of airplane belongs to transmission technical field.The transmission assembly structure layout is compact and even, power line is in the middle, kinetic energy transmission loss is less, and driving efficiency is high.The transmission casing of the transmission assembly is laid out input shaft assembly, output shaft assembly, motor assembly and motor gear shaft assembly, input shaft assembly and motor gear shaft assembly and output shaft assembly are all transmission connection, motor gear shaft assembly is coaxial transmission connection on motor assembly, oil cooler cooperates oil pump valve body assembly and electronic pump assembly to provide cooling and lubrication for transmission assembly.The transmission assembly has the advantages of high integration, simple structure, small arrangement difficulty, small aircraft range and load pressure, multiple working condition modes can cope with different aircraft use scenarios, etc., which can effectively meet the aircraft use requirements.

Description

Technical Field

[0001] This utility model belongs to the field of transmission technology, and in particular relates to a hybrid power transmission assembly for aircraft. Background Technology

[0002] Currently, my country's low-altitude economy is booming. Most existing aircraft use engines or electric motors to drive propellers. Engine-driven propellers generate energy by burning fuel, which has high energy density and is a mature technology. However, burning fuel puts pressure on the environment, and there are also certain risks in the transportation and storage of fuel. Electric motor-driven propellers rely on batteries and electric thrust systems. Zero emissions and low noise are advantages of electric motor propellers. However, current battery technology has limitations on payload and range, and long-distance flight remains a challenge. There is an urgent need to design a drive component that can overcome the above-mentioned technical barriers to meet the increasing demand. Summary of the Invention

[0003] To address the problems existing in the background art, this utility model provides a dedicated hybrid power transmission assembly for aircraft. This transmission assembly has a compact and uniform structural layout, a centrally located power line, low energy transmission loss, and high driving efficiency.

[0004] The technical solution adopted by this utility model to solve its technical problem is: a hybrid power transmission assembly for aircraft, including an input shaft assembly, a motor gear shaft assembly, an output shaft assembly, a motor assembly, an oil pump valve body assembly, an oil cooler, an electronic pump assembly, an MCU, a TCU, a transmission lubrication and cooling oil circuit, and a transmission housing. The transmission housing is divided into a front cavity and a rear cavity. The input shaft assembly is rotatably arranged in the front cavity, and the input end of the input shaft assembly protrudes and is disposed outside the transmission housing. The output shaft assembly is rotatably arranged in both the front and rear cavities. The input shaft assembly is gear-driven connected to the output shaft assembly in the front cavity. The motor assembly is arranged in the rear cavity, and the motor shaft of the motor assembly is coaxially driven connected to the motor gear shaft assembly. The gear shaft assembly is inserted into the front cavity and connected to the input shaft assembly via gear transmission. The transmission lubrication and cooling oil circuit is located inside the transmission housing. The oil cooler is fixedly located outside the transmission housing, and its oil passage is connected to the transmission lubrication and cooling oil circuit. The oil pump valve body assembly is fixedly located in the front cavity, and its pumping oil passage is connected to the transmission lubrication and cooling oil circuit. The electronic pump assembly is fixedly located outside the transmission housing, and its pumping oil passage is connected to the transmission lubrication and cooling oil circuit. The MCU and TCU are both fixedly located outside the transmission housing. The MCU is connected to the motor assembly and electronic pump assembly via a wiring harness, and the TCU is connected to the oil pump valve body assembly via a wiring harness.

[0005] The aircraft-specific hybrid power transmission assembly also includes an engine clutch assembly, a tail thrust clutch assembly, and a flange. The flange is located at the rear end of the output shaft assembly that extends out of the transmission housing. The engine clutch assembly is located in the front chamber on the input shaft assembly, and the tail thrust clutch assembly is located in the front chamber on the output shaft assembly. The pressure oil circuits of both the engine clutch assembly and the tail thrust clutch assembly are connected to the transmission lubrication and cooling oil circuit. The TCU controls the engine clutch assembly and the tail thrust clutch assembly to engage and disengage by controlling the oil pump valve body assembly.

[0006] The transmission housing includes a front housing, a middle housing, and a rear housing. The front housing and the middle housing are fastened together to form a front cavity, and the middle housing and the rear housing are fastened together to form a rear cavity. One end of the motor shaft is rotatably inserted into the middle housing, and the other end of the motor shaft is rotatably mounted on the rear housing. One end of the motor gear shaft assembly is rotatably mounted on the front housing. One end of the input shaft assembly is rotatably inserted into the front housing, and one end of the output shaft assembly is rotatably mounted on the front housing. The other end of the output shaft assembly is rotatably mounted on the rear housing. The oil pump valve body assembly is fixedly mounted on the middle housing. The rear end of the input shaft assembly is rotatably inserted into the oil pump valve body assembly, and the rear end of the motor gear shaft assembly is rotatably inserted into the oil pump valve body assembly.

[0007] The input shaft assembly includes a front input shaft and a rear input shaft. The rear end of the front input shaft is coaxially inserted into the front end of the rear input shaft. Front and rear input shaft needle roller bearings are arranged at the radial mating point of the front and rear input shafts. An engine drive gear is coaxially and integrally mounted on the rear input shaft. The engine drive gear meshes with the output shaft assembly. A motor drive gear is coaxially and fixedly mounted on the rear input shaft. The motor drive gear meshes with the motor gear shaft assembly. The engine clutch assembly is arranged at the connection section between the front and rear input shafts. The engagement and disengagement of the engine clutch assembly performs the transmission and disconnection of power between the front and rear input shafts.

[0008] The motor assembly includes a motor stator assembly, a motor rotor assembly, and a resolver. The resolver includes a resolver rotor assembly and a resolver stator assembly. The motor stator assembly is bolted to the housing and located in the rear cavity. The motor rotor assembly is fixedly mounted on the motor shaft. The resolver rotor assembly is coaxially fixedly mounted on the rear end of the motor shaft away from the motor gear shaft assembly. The resolver stator assembly is coaxially sleeved on the outside of the resolver rotor assembly and fixedly mounted on the rear housing.

[0009] The output shaft assembly includes an engine driven gear, an output shaft, and a sensing wheel. The engine driven gear is coaxially and rotatably mounted on the output shaft. The tail-end clutch assembly is fixedly mounted on the output shaft. The working end of the tail-end clutch assembly intermittently engages with the engine driven gear. An output speed sensor is fixedly and interspersed on the rear casing. The sensing wheel is coaxially and fixedly mounted on the output shaft. The sensing wheel is located in the rear cavity and aligned with the output speed sensor.

[0010] The oil pump valve assembly includes an upper valve body, a lower valve body, a mechanical pump assembly, a main pressure regulating valve, a solenoid pressure limiting valve, a pressure regulating solenoid valve, an engine clutch control solenoid valve, and a tail-thrust clutch control solenoid valve. The mechanical pump assembly is sandwiched between the upper and lower valve bodies. A gasket is installed between the upper and lower valve bodies and they are bolted together. The clamping between the upper and lower valve bodies forms an oil circulation passage. The oil circulation passage is connected to the transmission lubrication and cooling oil passage. A through connection hole is opened on the upper valve body. The rear input shaft passes through the connection hole and is keyed to the mechanical pump assembly. When the mechanical pump assembly operates, it pumps pressurized oil that flows along the oil circulation passage. The main pressure regulating valve, the solenoid pressure limiting valve, and the pressure regulating solenoid valve are arranged on the main oil line of the oil circulation passage. The engine clutch control solenoid valve is arranged on the engine clutch oil supply line of the oil circulation passage. The tail-thrust clutch control solenoid valve is arranged on the tail-thrust clutch oil supply line of the oil circulation passage.

[0011] The motor gear shaft assembly has a driven gear coaxially mounted on the motor gear shaft. The driven gear meshes with the driving gear. The motor gear shaft is keyed to the motor shaft at its rear end.

[0012] The transmission lubrication and cooling oil circuit includes a gear spray oil pipe and a motor cooling oil pipe. The motor cooling oil pipe is inserted into the rear cavity of the transmission housing, and the gear spray oil pipe is inserted into the front cavity of the transmission housing.

[0013] The aircraft-specific hybrid power transmission assembly also includes a high-voltage connector, a cylinder-penetrating connector, and a cylinder-penetrating wiring harness assembly. The high-voltage connector and the cylinder-penetrating connector are both fixedly mounted on the rear casing housing and are electrically connected to the motor assembly. The MCU is wired to the high-voltage connector and the cylinder-penetrating connector. The cylinder-penetrating wiring harness assembly is fixedly mounted on the middle casing housing and is controlled to the oil pump valve body assembly. The TCU is wired to the cylinder-penetrating wiring harness assembly.

[0014] The beneficial effects of this invention are as follows: This transmission assembly combines the advantages of a fuel engine and an electric motor, intelligently managing both power sources to improve range, reduce environmental impact, and enhance aircraft performance. The assembly can achieve multiple operating modes, including independent power generation, parallel direct drive, and direct drive power generation, offering significant advantages in range and noise reduction.

[0015] The assembly adopts a single motor structure. In addition to the mode in which the engine directly drives the propeller, it can also be controlled by the motor controller to achieve charging and motor drive modes respectively. When the hybrid box is charging, the battery can be charged by the motor, and the battery's electrical energy can drive the motor in reverse, thereby driving the propeller.

[0016] In addition, when an aircraft has multiple propellers, the battery can not only drive the propellers connected to the assembly, but also directly drive other propellers by adding a separate drive motor. This can reduce the number of aircraft engines and effectively reduce the aircraft's load pressure.

[0017] This assembly has advantages such as high integration, simple structure, easy layout, low aircraft range and load pressure, and multiple operating modes to cope with different aircraft usage scenarios, which can effectively meet the requirements of aircraft use. Attached Figure Description

[0018] In the attached diagram:

[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0020] Figure 2 This is a schematic diagram of the overall structure and outer shell of this utility model. Figure 1 ;

[0021] Figure 3 This is a schematic diagram of the overall structure and outer shell of this utility model. Figure 2 ;

[0022] Figure 4 This is a schematic diagram of the overall structure and outer shell of this utility model. Figure 3 ;

[0023] Figure 5 This is a schematic diagram of the input shaft assembly and engine clutch assembly of this utility model;

[0024] Figure 6 This is a schematic diagram of the structure of the motor assembly and motor gear shaft assembly of this utility model;

[0025] Figure 7 This is a schematic diagram of the output shaft assembly and tail thrust clutch assembly of this utility model;

[0026] Figure 8 This is a schematic diagram of the oil pump valve body structure of this utility model. Figure 1 ;

[0027] Figure 9 This is a cross-sectional view of the oil pump valve body structure of this utility model;

[0028] Figure 10 This is a schematic diagram of the oil pump valve body structure of this utility model. Figure 2 ;

[0029] In the diagram: 1. Front casing; 2. Middle casing; 3. Rear casing; 4. Input shaft assembly; 5. Motor gear shaft assembly; 6. Output shaft assembly; 7. Motor assembly; 8. Oil pump valve body assembly; 9. Engine clutch assembly; 10. Tail-end thrust clutch assembly; 11. Flange; 12. Oil cooler; 13. Electric pump assembly; 14. MCU; 15. TCU; 16. High-voltage connector; 17. Through-cylinder connector; 18. Through-cylinder wiring harness assembly ; 19. Input shaft front ball bearing; 20. Input shaft rear ball bearing; 21. Motor gear shaft front ball bearing; 22. Motor gear shaft rear ball bearing; 23. Output shaft front ball bearing; 24. Output shaft rear ball bearing; 25. Gear spray oil pipe; 26. Motor stator assembly; 27. Motor rotor assembly; 29. ​​Resolver rotor assembly; 30. Motor shaft front ball bearing; 31. Motor shaft rear ball bearing; 32. Motor shaft; 33. Motor gear shaft; 34. Resolver stator assembly; 35. Motor cooling oil pipe; 36. Front input shaft; 37. Rear input shaft; 38. Front and rear input shaft needle roller bearings; 39. Engine clutch pressure plate; 40. Engine clutch friction plate; 41. Engine clutch piston; 42. Return spring; 43. Return spring cage; 44. Elastic retaining ring; 45. Engine driven gear; 46. Output shaft; 47. Output shaft needle roller bearing; 48. Induction wheel; 49. 50. Output speed sensor; 51. Tail-end clutch pressure plate; 52. Tail-end clutch friction plate; 53. Tail-end clutch piston; 54. Return spring; 55. Return spring retainer; 56. Elastic retaining ring; 57. Upper valve body; 58. Lower valve body; 59. Gasket; 60. Mechanical pump assembly; 61. Main pressure regulating valve; 62. Solenoid pressure limiting valve; 63. Pressure regulating solenoid valve; 64. Engine clutch control solenoid valve; 65. Tail-end clutch control solenoid valve. Detailed Implementation

[0030] The present invention will now be described in further detail with reference to the accompanying drawings. The drawings are simplified schematic diagrams, illustrating only the basic structure of the present invention, and therefore only show the components relevant to the present invention.

[0031] A hybrid power transmission assembly for aircraft includes an input shaft assembly 4, a motor gear shaft assembly 5, an output shaft assembly 6, a motor assembly 7, an oil pump valve body assembly 8, an oil cooler 12, an electronic pump assembly 13, an MCU 14, a TCU 15, a transmission lubrication and cooling oil circuit, and a transmission housing. The transmission housing is divided into a front chamber and a rear chamber. The input shaft assembly 4 is rotatably disposed in the front chamber, with its input end extending out of the transmission housing. The output shaft assembly 6 is rotatably disposed in both the front and rear chambers, with the input shaft assembly 4 and output shaft assembly 6 connected by gear transmission in the front chamber. The motor assembly 7 is disposed in the rear chamber, with its motor shaft 32 coaxially connected to the motor gear shaft assembly 5. The motor gear shaft assembly 5 is inserted into the front chamber. The transmission lubrication and cooling oil circuit is located inside the transmission housing and is connected to the input shaft assembly 4 via gear transmission. The oil cooler 12 is fixedly located outside the transmission housing, and its oil passage is connected to the transmission lubrication and cooling oil circuit. The oil pump valve body assembly 8 is fixedly located in the front cavity, and its pumping oil passage is connected to the transmission lubrication and cooling oil circuit. The electronic pump assembly 13 is fixedly located outside the transmission housing, and its pumping oil passage is connected to the transmission lubrication and cooling oil circuit. The MCU 14 and TCU 15 are both fixedly located outside the transmission housing. The MCU 14 is connected to the motor assembly 7 and the electronic pump assembly 13 via a connecting harness, and the TCU 15 is connected to the oil pump valve body assembly 8 via a connecting harness.

[0032] The aircraft-specific hybrid power transmission assembly also includes an engine clutch assembly 9, a tail-end clutch assembly 10, and a flange 11. The flange 11 is located at the rear end of the output shaft assembly 6 that extends out of the transmission housing. The engine clutch assembly 9 is located in the front chamber on the input shaft assembly 4, and the tail-end clutch assembly 10 is located in the front chamber on the output shaft assembly 6. The pressure oil circuits of the engine clutch assembly 9 and the tail-end clutch assembly 10 are connected to the transmission lubrication and cooling oil circuit. The TCU15 drives the engine clutch assembly 9 and the tail-end clutch assembly 10 to perform engagement and disengagement by controlling the oil pump valve body assembly 8.

[0033] The transmission housing includes a front housing 1, a middle housing 2, and a rear housing 3. The front housing 1 and the middle housing 2 are fastened together to form a front cavity, and the middle housing 2 and the rear housing 3 are fastened together to form a rear cavity. One end of the motor shaft 32 is rotatably inserted into the middle housing 2 via a front ball bearing 30, and the other end of the motor shaft 32 is mounted on the rear housing 3 via a rear ball bearing 31, thus realizing the arrangement of the motor assembly 7 in the rear cavity. One end of the motor gear shaft assembly 5 is mounted on the front housing 1 via a front ball bearing 21, and one end of the input shaft assembly 4 is rotatably inserted into the front housing 1 via a front ball bearing 19. On the front housing 1, one end of the output shaft assembly 6 is mounted on the front housing 1 via the output shaft front ball bearing 23, and the other end of the output shaft assembly 6 is mounted on the rear housing 3 via the output shaft rear ball bearing 24. The oil pump valve body assembly 8 is fixedly mounted on the middle housing 2. The rear end of the input shaft assembly 4 is rotatably inserted into the oil pump valve body assembly 8 via the input shaft rear ball bearing 20. The rear end of the motor gear shaft assembly 5 is rotatably inserted into the oil pump valve body assembly 8. The MCU 14 is fixedly connected and installed across the front housing 1 and the middle housing 2. The oil cooler 12 and the electronic pump assembly 13 are both fixedly installed on the middle housing 2.

[0034] The input shaft assembly 4 includes a front input shaft 36 and a rear input shaft 37. The rear end of the front input shaft 36 is coaxially inserted into the front end of the rear input shaft 37. Front and rear input shaft needle roller bearings 38 are arranged at the radial mating point of the front input shaft 36 and the rear input shaft 37. An engine drive gear is coaxially and integrally mounted on the rear input shaft 37. The engine drive gear is driven and meshed with the output shaft assembly 6. A motor drive gear is coaxially fixedly mounted on the rear input shaft 37. Preferably, the rear input shaft 37 is welded to the rear input shaft 37. The motor drive gear is driven and meshed with the motor gear shaft assembly 5. The engine clutch assembly 9 is arranged at the connection section between the front input shaft 36 and the rear input shaft 37. The engagement and disengagement of the engine clutch assembly 9 performs the transmission and disconnection of power between the front input shaft 36 and the rear input shaft 37.

[0035] The inner hub of the engine clutch is fixedly mounted on the front input shaft 36, and the outer hub of the engine clutch is fixedly mounted on the rear input shaft 37. When the engine clutch assembly 9 is engaged, the front input shaft 36 and the rear input shaft 37 are engaged as a whole, and at this time the front input shaft 36 and the rear input shaft 37 rotate synchronously. When the engine clutch assembly 9 is disengaged, the front input shaft 36 and the rear input shaft 37 are disconnected and rotate independently.

[0036] The engine clutch assembly 9 includes an engine clutch pressure plate 39, an engine clutch friction plate 40, an engine clutch piston 41, an engine clutch return spring 42, an engine clutch return spring retainer 43, and an engine clutch elastic retainer ring 44. When the engine clutch assembly 9 needs to engage, oil is injected into the clutch chamber, pushing the engine clutch piston 41 to move and press the engine clutch friction plate 40 and the engine clutch pressure plate 39 together, thus engaging the clutch. When the engine clutch assembly 9 needs to disengage, the oil is withdrawn, and the engine clutch return spring 42 pushes the engine clutch piston 41 away from the engine clutch friction plate 40 and the engine clutch pressure plate 39, thus disengaging the clutch. Power transmission or disconnection is achieved through the engagement and disengagement of the clutch. The two engine clutch elastic retainer rings 44 respectively limit and fix the engine clutch pressure plate 39 and the engine clutch return spring retainer 43.

[0037] The motor assembly 7 includes a motor stator assembly 26, a motor rotor assembly 27, and a resolver. The resolver includes a resolver rotor assembly 29 and a resolver stator assembly 34. The motor stator assembly 26 is bolted to the middle casing 2 and located in the rear cavity. The motor rotor assembly 27 is fixedly mounted on the motor shaft 32. The resolver rotor assembly 29 is coaxially fixedly mounted on the rear end of the motor shaft 32 away from the motor gear shaft assembly 5. The resolver stator assembly 34 is coaxially sleeved on the outside of the resolver rotor assembly 29 and fixedly mounted on the rear casing 3.

[0038] The motor rotor assembly 27 is located between the front ball bearing 30 and the rear ball bearing 31 of the motor shaft. The motor stator assembly 26 is powered by the MCU14, and the motor rotor assembly 27 rotates under electromagnetic action, thereby driving the motor shaft 32 to rotate. That is, the motor assembly 7 performs the function of a motor. The motor shaft 32 outputs torque to drive the motor gear shaft assembly 5 to rotate, and then meshes with the drive gear of the motor to rotate.

[0039] The output shaft assembly 6 includes an engine driven gear 45, an output shaft 46, and a sensing wheel 48. The engine driven gear 45 is coaxially mounted on the output shaft 46 via an output shaft needle roller bearing 47. The tail thrust clutch assembly 10 is fixedly mounted on the output shaft 46, and the working end of the tail thrust clutch assembly 10 is intermittently engaged with the engine driven gear 45. An output speed sensor 49 is fixedly interspersed on the rear casing 3. The sensing wheel 48 is coaxially mounted on the output shaft 46 and is located in the rear cavity and aligned with the output speed sensor 49. The sensing wheel 48 rotates synchronously with the output shaft 46, and the output speed sensor 49 identifies and monitors the sensing wheel 48 to monitor the speed of the output shaft 46.

[0040] The inner hub of the tail-end clutch is fixedly mounted on the engine driven gear 45, and the outer hub of the tail-end clutch is fixedly mounted on the output shaft 46. When the tail-end clutch assembly 10 is engaged, the output shaft 46 and the engine driven gear 45 rotate synchronously. When the tail-end clutch assembly 10 is disengaged, the engine driven gear 45 idles and the output shaft 46 does not output torque.

[0041] The tail-end clutch assembly 10 includes a tail-end clutch pressure plate 50, a tail-end clutch friction plate 51, a tail-end clutch piston 52, a tail-end clutch return spring 53, a return spring retainer 54, and a tail-end clutch elastic retaining ring 55. When the tail-end clutch assembly 10 needs to engage, oil is injected into the clutch chamber, pushing the tail-end clutch piston 52 to move and press the tail-end clutch friction plate 51 and the tail-end clutch pressure plate 50, thus engaging the clutch. When the tail-end clutch assembly 10 needs to disengage, the oil is withdrawn, and the tail-end clutch return spring 53 pushes the tail-end clutch piston 52 away from the tail-end clutch friction plate 51 and the tail-end clutch pressure plate 50, thus disengaging the clutch. Power transmission or disconnection is achieved through the engagement and disengagement of the clutch. The two tail-end clutch elastic retaining rings 55 respectively serve to limit and fix the tail-end clutch pressure plate 50 and the return spring retainer 54.

[0042] The oil pump valve body assembly 8 includes an upper valve body 56, a lower valve body 57, a mechanical pump assembly 59, a main pressure regulating valve 60, a solenoid pressure limiting valve 61, a pressure regulating solenoid valve 62, an engine clutch control solenoid valve 63, and a tail clutch control solenoid valve 64. The mechanical pump assembly 59 is sandwiched between the upper valve body 56 and the lower valve body 57. A gasket 58 is installed between the upper valve body 56 and the lower valve body 57 and bolted to fix them together. The clamping between the upper valve body 56 and the lower valve body 57 forms an oil circulation passage, which is connected to the transmission lubrication and cooling oil passage. The upper valve body 56 has a through connection hole, and the rear input shaft 37 is inserted into the connection hole and keyed to the mechanical pump assembly 59. The mechanical pump assembly 59 pumps pressurized oil along the oil circulation path. The main pressure regulating valve 60, the solenoid pressure limiting valve 61, and the pressure regulating solenoid valve 62 are arranged on the main oil line of the oil circulation path. The engine clutch control solenoid valve 63 is arranged on the engine clutch oil supply line of the oil circulation path, and the tail-end clutch control solenoid valve 64 is arranged on the tail-end clutch oil supply line of the oil circulation path.

[0043] The rear input shaft 37 drives the mechanical pump assembly 59 to pump pressurized oil. The main pressure regulating valve 60, the solenoid pressure limiting valve 61, the pressure regulating solenoid valve 62, the engine clutch control solenoid valve 63, and the tail thrust clutch control solenoid valve 64 control the directional flow of pressurized oil and control the engine clutch assembly 9 and the tail thrust clutch assembly 10 to change the on and off working conditions.

[0044] The driven gear of the motor is coaxially and integrally mounted on the motor gear shaft 33 of the motor gear shaft assembly 5. The driven gear of the motor meshes with the driving gear of the motor. The rear end of the motor gear shaft 33 is keyed to the motor shaft 32. The front ball bearing 21 and the rear ball bearing 22 of the motor gear shaft are respectively mounted on the shaft of the motor gear shaft 33 at the front and rear ends of the engine transmission gear 2.

[0045] The transmission lubrication and cooling oil circuit includes a gear spray oil pipe 25 and a motor cooling oil pipe 35. The motor cooling oil pipe 35 is inserted into the rear cavity of the transmission housing, and the gear spray oil pipe 25 is inserted into the front cavity of the transmission housing. When the oil pump valve assembly 8 is in operation, it pumps the cooling oil cooled by the oil cooler 12 to circulate along the transmission lubrication and cooling oil circuit. The cooling oil cools the motor assembly 7 through the motor cooling oil pipe 35 and supplies cooling and lubricating oil to the front cavity through the gear spray oil pipe 25 to ensure stable transmission operation of multiple gears.

[0046] The aircraft-specific hybrid power transmission assembly also includes a high-voltage connector 16, a cylinder-penetrating connector 17, and a cylinder-penetrating wiring harness assembly 18. The high-voltage connector 16 and the cylinder-penetrating connector 17 are both fixedly mounted on the rear casing 3 and are electrically connected to the motor assembly 7. The MCU 14 is wired to the high-voltage connector 16 and the cylinder-penetrating connector 17. The cylinder-penetrating wiring harness assembly 18 is fixedly mounted on the middle casing 2 and is controlled to the oil pump valve body assembly 8. The TCU 15 is wired to the cylinder-penetrating wiring harness assembly 18.

[0047] The transmission assembly was designed and developed entirely based on the structure of automotive hybrid transmissions, taking into account factors such as the aircraft's usage scenarios, operating conditions, overall layout, and requirements for the drive system.

[0048] The transmission assembly includes systems such as transmission, clutch, motor, cooling system, controller, and housing. The transmission system adopts a parallel shaft two-stage reduction structure, including three shaft assemblies and two sets of transmission gears. The output shaft assembly 6 is arranged directly above the input shaft assembly 4 to ensure that the power line is centered and reduce the layout pressure of the hybrid transmission.

[0049] This transmission assembly can transmit engine power to the propeller and electric motor, as well as transmit electric motor power to the propeller.

[0050] The flange 11 provided at the output end of the output shaft assembly 6 can be directly connected to the propeller, reducing the number of transmission components and avoiding energy loss.

[0051] The clutch system comprises two low-drag wet clutches: an engine clutch assembly 9 and a tail thrust clutch assembly 10. The engine clutch assembly 9 is located at the front end of the input shaft assembly 4 and remains engaged during aircraft operation, transmitting power. In the event of an engine failure, the engine clutch assembly 9 disengages, ensuring the aircraft can safely switch to pure electric drive mode. The tail thrust clutch assembly 10 is located at the rear end of the output shaft assembly 6, effectively reducing the speed difference between the clutch ends. Except in the hybrid gearbox-only power generation mode, the tail thrust clutch assembly 10 is engaged in all other operating conditions, transmitting power to the propeller.

[0052] The motor system adopts a single motor form, using a set of permanent magnet synchronous motor assembly 7, which is combined with motor gear shaft assembly 5, and can realize two functions: power generation and drive.

[0053] The control system consists of two parts: MCU14 and TCU15. It is linked with the vehicle's VCU and engine ECU to control the motor assembly 7, the electronic pump assembly 13, and the two sets of clutches, respectively, to achieve various operating conditions of the hybrid transmission. Both MCU14 and TCU15 are directly fixed to the hybrid transmission housing, avoiding the need for additional fixing points in the cabin and reducing the pressure on the aircraft layout.

[0054] The cooling and lubrication system ensures a stable oil supply by combining the electronic pump assembly 13 with the mechanical pump assembly 59, avoiding the pressure on cooling and lubrication at high altitudes. The mechanical pump assembly 59 is integrated with the oil pump valve body assembly 8, and multiple oil pipes and passages are set on the housing and shaft gears. The lubricating oil is cooled and dissipated through the oil cooler 12, which can provide oil pressure to the clutch system, control the on and off of the two clutches, and cool and lubricate the transmission, motor, clutch and other systems.

[0055] The transmission housing is a three-section aluminum housing with multiple reinforcing ribs, which can provide support, heat dissipation, and noise reduction. The housing has two suspension mounting points and multiple wiring harness fixing points, which can effectively meet the aircraft's requirements for installing and fixing hybrid gearbox components.

[0056] This assembly can perform the following operating conditions:

[0057] (1) Power generation condition: The engine clutch assembly 9 is closed and the tail thrust clutch assembly 10 is disengaged. The engine drives the motor assembly 7 to generate electricity. The assembly only charges the battery pack.

[0058] (2) Parallel direct drive mode: Both engine clutch assembly 9 and tail thrust clutch assembly 10 are closed, motor assembly 7 is responsible for driving, and the torque is coupled with the engine to provide power to the output shaft assembly 6 to the propeller. The assembly does not generate electricity.

[0059] (3) Direct drive power generation mode: Both the engine clutch assembly 9 and the tail thrust clutch assembly 10 are closed. The engine directly drives the propeller through the output shaft assembly 6, and at the same time distributes a portion of the torque to drive the motor assembly 7 to generate electricity to charge the battery.

[0060] (4) Direct drive without power generation: Both the engine clutch assembly 9 and the tail thrust clutch assembly 10 are closed, the engine directly drives the propeller, the motor assembly neither generates power nor drives, and only idles with the engine.

[0061] (5) Engine starting condition: Engine clutch assembly 9 is closed, tail push clutch assembly 10 is disengaged, the motor assembly is responsible for driving, and the engine is started by reverse dragging;

[0062] (6) Pure electric drive mode (engine failure): The engine clutch assembly 9 is disengaged and the tail thrust clutch assembly 10 is closed. The engine does not participate in the work, and the motor assembly 7 is responsible for directly driving the propeller to ensure the smooth landing of the aircraft.

[0063] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An aircraft-specific hybrid transmission assembly, characterized by: The transmission includes an input shaft assembly (4), a motor gear shaft assembly (5), an output shaft assembly (6), a motor assembly (7), an oil pump valve body assembly (8), an oil cooler (12), an electronic pump assembly (13), an MCU (14), a TCU (15), a transmission lubrication and cooling oil circuit, and a transmission housing. The transmission housing is divided into a front chamber and a rear chamber. The input shaft assembly (4) is rotatably arranged in the front chamber, and the input end of the input shaft assembly (4) extends out and is located outside the transmission housing. The output shaft assembly (6) is rotatably arranged in both the front and rear chambers. The input shaft assembly (4) is gear-driven to the output shaft assembly (6) in the front chamber. The motor assembly (7) is arranged in the rear chamber, and the motor shaft (32) of the motor assembly (7) is coaxially driven to the motor gear shaft assembly (5). The motor gear shaft assembly (5) is inserted into the front chamber and... The transmission lubrication and cooling oil circuit is connected to the input shaft assembly (4) via gear transmission. The transmission lubrication and cooling oil circuit is located inside the transmission housing. The oil cooler (12) is fixedly located outside the transmission housing. The oil passage of the oil cooler (12) is connected to the transmission lubrication and cooling oil circuit. The oil pump valve body assembly (8) is fixedly located in the front cavity. The oil pumping circuit of the oil pump valve body assembly (8) is connected to the transmission lubrication and cooling oil circuit. The electronic pump assembly (13) is fixedly located outside the transmission housing. The oil pumping circuit of the electronic pump assembly (13) is connected to the transmission lubrication and cooling oil circuit. The MCU (14) and TCU (15) are both fixedly located outside the transmission housing. The MCU (14) is connected to the motor assembly (7) and the electronic pump assembly (13) via a connecting harness. The TCU (15) is connected to the oil pump valve body assembly (8) via a connecting harness.

2. An aircraft-specific hybrid transmission assembly according to claim 1, characterized in that: The aircraft-specific hybrid power transmission assembly also includes an engine clutch assembly (9), a tail thrust clutch assembly (10), and a flange (11). The flange (11) is located at the rear end of the output shaft assembly (6) that extends out of the transmission housing. The engine clutch assembly (9) is located in the front chamber on the input shaft assembly (4), and the tail thrust clutch assembly (10) is located in the front chamber on the output shaft assembly (6). The pressure oil circuits of the engine clutch assembly (9) and the tail thrust clutch assembly (10) are connected to the transmission lubrication and cooling oil circuit. The TCU (15) drives the engine clutch assembly (9) and the tail thrust clutch assembly (10) to perform engagement and disengagement by controlling the oil pump valve body assembly (8).

3. The aircraft-specific hybrid power transmission assembly according to claim 2, characterized in that: The transmission housing includes a front housing (1), a middle housing (2), and a rear housing (3). The front housing (1) and the middle housing (2) are fastened together to form a front cavity, and the middle housing (2) and the rear housing (3) are fastened together to form a rear cavity. One end of the motor shaft (32) is rotatably inserted into the middle housing (2), and the other end of the motor shaft (32) is mounted on the rear housing (3). One end of the motor gear shaft assembly (5) is mounted on the front housing (1). On the front casing (1), one end of the input shaft assembly (4) is rotatably inserted into the front casing (1), one end of the output shaft assembly (6) is rotatably mounted on the front casing (1), and the other end of the output shaft assembly (6) is rotatably mounted on the rear casing (3). The oil pump valve body assembly (8) is fixedly mounted on the middle casing (2). The rear end of the input shaft assembly (4) is rotatably inserted into the oil pump valve body assembly (8), and the rear end of the motor gear shaft assembly (5) is rotatably inserted into the oil pump valve body assembly (8).

4. The aircraft-specific hybrid power transmission assembly according to claim 3, characterized in that: The input shaft assembly (4) includes a front input shaft (36) and a rear input shaft (37). The rear end of the front input shaft (36) is coaxially inserted into the front end of the rear input shaft (37). Front and rear input shaft needle roller bearings (38) are arranged at the radial fit between the front input shaft (36) and the rear input shaft (37). An engine drive gear is coaxially and integrally arranged on the rear input shaft (37). The engine drive gear is driven and meshed with the output shaft assembly (6). A motor drive gear is coaxially fixedly mounted on the rear input shaft (37). The motor drive gear is driven and meshed with the motor gear shaft assembly (5). The engine clutch assembly (9) is arranged at the connection section between the front input shaft (36) and the rear input shaft (37). The engine clutch assembly (9) engages and disengages to perform the transmission and disconnection of power between the front input shaft (36) and the rear input shaft (37).

5. The aircraft-specific hybrid power transmission assembly according to claim 4, characterized in that: The motor assembly (7) includes a motor stator assembly (26), a motor rotor assembly (27), and a resolver. The resolver includes a resolver rotor assembly (29) and a resolver stator assembly (34). The motor stator assembly (26) is fixed to the housing (2) of the middle casing by bolts and is located in the rear cavity. The motor rotor assembly (27) is fixedly mounted on the motor shaft (32). The resolver rotor assembly (29) is coaxially fixedly mounted on the rear end of the motor shaft (32) away from the motor gear shaft assembly (5). The resolver stator assembly (34) is coaxially sleeved on the outside of the resolver rotor assembly (29) and fixedly mounted on the rear housing (3).

6. The aircraft-specific hybrid power transmission assembly according to claim 5, characterized in that: The output shaft assembly (6) includes an engine driven gear (45), an output shaft (46), and a sensing wheel (48). The engine driven gear (45) is coaxially rotated and mounted on the output shaft (46). The tail thrust clutch assembly (10) is fixedly mounted on the output shaft (46). The working end of the tail thrust clutch assembly (10) is intermittently engaged with the engine driven gear (45). An output speed sensor (49) is fixedly interspersed on the rear casing (3). The sensing wheel (48) is coaxially fixedly mounted on the output shaft (46). The sensing wheel (48) is located in the rear cavity and is aligned with the output speed sensor (49).

7. The aircraft-specific hybrid power transmission assembly according to claim 6, characterized in that: The oil pump valve body assembly (8) includes an upper valve body (56), a lower valve body (57), a mechanical pump assembly (59), a main pressure regulating valve (60), a solenoid pressure limiting valve (61), a pressure regulating solenoid valve (62), an engine clutch control solenoid valve (63), and a tail clutch control solenoid valve (64). The mechanical pump assembly (59) is sandwiched between the upper valve body (56) and the lower valve body (57). A gasket (58) is installed between the upper valve body (56) and the lower valve body (57) and bolted to fix them together. The clamping between the upper valve body (56) and the lower valve body (57) forms an oil circulation passage. The oil circulation passage is connected to the transmission lubrication system. The cooling oil circuit is connected, and a through connection hole is opened on the upper valve body (56). The rear input shaft (37) is inserted into the connection hole and key-driven connected to the mechanical pump assembly (59). The mechanical pump assembly (59) operates to pump pressurized oil along the oil circulation path. The main pressure regulating valve (60), the solenoid pressure limiting valve (61) and the pressure regulating solenoid valve (62) are arranged on the main oil circuit of the oil circulation path. The engine clutch control solenoid valve (63) is arranged on the engine clutch oil supply circuit of the oil circulation path. The tail thrust clutch control solenoid valve (64) is arranged on the tail thrust clutch oil supply circuit of the oil circulation path.

8. The aircraft-specific hybrid power transmission assembly according to claim 7, characterized in that: The motor driven gear is coaxially and integrally mounted on the motor gear shaft (33) of the motor gear shaft assembly (5). The motor driven gear meshes with the motor driving gear. The motor gear shaft (33) is keyed to the motor shaft (32) at the rear end.

9. The aircraft-specific hybrid power transmission assembly according to claim 8, characterized in that: The transmission lubrication and cooling oil circuit includes a gear spray oil pipe (25) and a motor cooling oil pipe (35). The motor cooling oil pipe (35) is inserted into the rear cavity of the transmission housing, and the gear spray oil pipe (25) is inserted into the front cavity of the transmission housing.

10. The aircraft-specific hybrid power transmission assembly according to claim 9, characterized in that: The aircraft-specific hybrid power transmission assembly also includes a high-voltage connector (16), a cylinder-penetrating connector (17), and a cylinder-penetrating wiring harness assembly (18). The high-voltage connector (16) and the cylinder-penetrating connector (17) are both fixedly mounted on the rear casing housing (3). The high-voltage connector (16) and the cylinder-penetrating connector (17) are both electrically connected to the motor assembly (7). The MCU (14) is wired to the high-voltage connector (16) and the cylinder-penetrating connector (17). The cylinder-penetrating wiring harness assembly (18) is fixedly mounted on the middle casing housing (2) and is controlled to the oil pump valve body assembly (8). The TCU (15) is wired to the cylinder-penetrating wiring harness assembly (18).

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