CN116848315A

CN116848315A - Hybrid engine and hybrid unmanned aerial vehicle comprising same

Info

Publication number: CN116848315A
Application number: CN202180092855.XA
Authority: CN
Inventors: 郑东勋
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-02-17
Filing date: 2021-02-19
Publication date: 2023-10-03
Also published as: KR102415351B1; KR102330687B1; WO2022177038A1

Abstract

A hybrid engine and a hybrid unmanned aerial vehicle including the same are disclosed. The hybrid engine of the invention includes: an internal combustion engine part provided with a combustion chamber having an ignition plug disposed at an end thereof and a plurality of cooling fins disposed therein for increasing a contact area with external air; a generator connected with the internal combustion engine to generate electric energy; and at least one cooling fan for generating wind for cooling the ignition plug and the internal combustion engine, wherein the cooling fan is arranged on the upstream side of the ignition plug based on the inflow direction of the external air, and the cooling fins are arranged on the downstream side of the ignition plug along the flow direction of the external air.

Description

Hybrid engine and hybrid unmanned aerial vehicle comprising same

Technical Field

The present invention relates to a hybrid engine, and more particularly, to a hybrid engine having improved cooling performance and a hybrid unmanned aerial vehicle including the same.

Background

In general, a multi-axis helicopter (Multicopter), known as a Drone (Drone), represents an aircraft without a cockpit for a person to ride on, which is adjusted by a user through a remote control or a control device mounted on the multi-axis helicopter.

Such multi-axis helicopters are used in a wide variety of fields such as military, commercial, scientific, recreational, agricultural, police, surveillance, product distribution, aerial photographs, unmanned aerial vehicle racing, disaster rescue, and the like.

In addition, in general, an electric battery is used as a power supply device in a multi-axis helicopter.

Accordingly, the maximum flight time of the multi-axis helicopter driven by the electric battery is only about 30 minutes, and when the accessories such as the illumination and the camera are mounted, the multi-axis helicopter has a problem that the flight time thereof becomes shorter than 10 minutes or less due to its own weight.

In order to solve such a problem, hybrid unmanned aerial vehicles have been recently developed in many cases.

As an example, the hybrid unmanned aerial vehicle includes a battery for driving a propeller, an engine, and a generator. In this case, the engine of the hybrid unmanned aerial vehicle may be an engine for an internal combustion engine in which a piston reciprocates.

In such a hybrid unmanned aerial vehicle, the engine is driven to operate the generator, and electricity generated from the generator is stored in a battery or is supplied to the motor and stored.

As described above, the hybrid unmanned aerial vehicle is formed by combining a battery and a motor with an engine for an internal combustion engine, and electric power generated by driving the engine is supplied to the motor and the battery connected in series or in parallel.

In addition, since an engine for an internal combustion engine used in a hybrid unmanned aerial vehicle performs a reciprocating motion of a piston, it will reach a very high temperature. In particular, the ignition plug located at the head portion of the engine and the outside of the combustion chamber of the engine around it will reach the highest thermal state. For this reason, in order to stably drive the hybrid unmanned aerial vehicle, it is necessary to cool the ignition plug and the peripheral portion thereof.

In order to cool the ignition plug and the peripheral portion of the engine, in a conventional hybrid engine, the flow direction of the outside air flowing into the ignition plug is configured so as to traverse the engine head or the engine block toward which the ignition plug of the engine is not disposed. The plurality of cooling fins formed in the hybrid engine are configured to have a direction parallel to the flow direction of the external air, and the plurality of cooling fins for cooling the peripheral portion are configured to face a direction perpendicular to the reciprocating direction of the piston provided in the combustion chamber of the engine. Thus, the surface temperatures of the engine head of the hybrid engine and the front of the engine block, i.e., the face in direct contact with the outside air and the rear as the opposite face thereof inevitably differ from each other.

Specifically, when the flow direction of the outside air flowing from the outside into the engine is configured to traverse the engine head or the engine block direction, there is little cooling effect of the ignition plug and the peripheral portion thereof due to the air flowing in.

Therefore, if the surface temperatures in front and behind the head and the combustion chamber portion of the hybrid engine are different from each other, there will be a problem that the cooling performance and effect of the ignition plug and the combustion chamber periphery, which are important portions of the hybrid engine, will be reduced even if the entire engine is cooled. Further, if the ignition plug and the engine combustion chamber portion are not cooled well, there is a problem in that the engine itself is overheated, and thus an operation abnormality of the hybrid engine may be induced, and as a result, durability of the hybrid unmanned aerial vehicle itself is lowered.

Also, the cooling fins formed on the prior art hybrid engine have an arrangement direction along the longitudinal direction of the cooling fins. Thus, the cooling fins will have an arrangement direction (horizontal direction) in the engine that is orthogonal to the direction of reciprocation of the piston.

Thus, in the hybrid engine of the related art, even if outside air flows along the cooling fins, there is a problem in that it is not easy to cool the engine as a whole since it does not contact the entire area of the engine. In addition, in the case described above, the external air flowing into the engine is in contact with the front surface of the engine, but is hardly in contact with the rear surface of the engine, and therefore, there is a problem that the cooling effect and performance of the front surface and the rear surface of the engine are not the same.

In view of this, there is a need to develop a hybrid engine with improved cooling performance and a hybrid unmanned aerial vehicle including the same that can solve the problems as described above.

Disclosure of Invention

Problems to be solved

The invention aims to provide a hybrid engine with improved cooling performance of an ignition plug and an internal combustion engine part and a hybrid unmanned aerial vehicle comprising the same.

The problems to be solved by the present invention are not limited to the above-mentioned problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.

Technical proposal for solving the problems

The above object can be achieved by a hybrid engine of the present invention, comprising: an internal combustion engine unit having a combustion chamber in which an ignition plug is disposed at an end portion thereof, and a plurality of cooling fins disposed so as to have a contact area with outside air; a generator connected to the internal combustion engine unit and generating electric power; and at least one cooling fan for generating wind for cooling the ignition plug and the internal combustion engine, wherein the cooling fan is arranged on the upstream side of the ignition plug based on the inflow direction of the external air, and the cooling fins are arranged on the downstream side of the ignition plug along the flow direction of the external air.

Further, the above object can be achieved by a hybrid engine of the present invention, comprising: an internal combustion engine part provided with a combustion chamber having an ignition plug disposed at an end thereof and a plurality of cooling fins for increasing a contact area with external air; and a generator connected to the internal combustion engine unit and generating electric power, wherein at least one piston reciprocating in the combustion chamber is disposed in the internal combustion engine unit, an arrangement direction of the plurality of cooling fins is formed in parallel with a movement direction of the piston, and external air flowing into the internal combustion engine unit is disposed to flow in the same direction as the arrangement direction of the plurality of cooling fins.

In addition, the above object can be achieved by a hybrid unmanned aerial vehicle of the present invention, comprising: a housing having a hollow portion; one or more arms extending radially from the housing; a motor for driving the propeller, which is arranged at the end part of more than one arm; a propeller coupled to a rotation shaft of the motor and generating a thrust; a battery that supplies a driving force to the motor; and a hybrid engine provided at the housing and configured to supply electric power generated by the driving to the motor or the battery, the hybrid engine including: at least one internal combustion engine part provided with a combustion chamber having an ignition plug disposed at an end thereof and a plurality of cooling fins for increasing a contact area with external air; a generator connected to the internal combustion engine unit and generating electric power; and at least one cooling fan for generating wind for cooling the ignition plug and the internal combustion engine, wherein the cooling fan is arranged on the upstream side of the ignition plug based on the inflow direction of the external air, and the cooling fins are arranged on the downstream side of the ignition plug along the flow direction of the external air.

Technical effects

According to the hybrid engine and the hybrid unmanned aerial vehicle including the same of the present invention, as the rotation shaft of the cooling fan and the central shaft of the ignition plug are coaxially arranged on the virtual shaft, the cooling performance of the ignition plug and the internal combustion engine portion can be improved by the wind generated by the cooling fan. Further, as the cooling performance of the ignition plug and the internal combustion engine portion is improved, it is possible to prevent in advance an abnormal operation of the hybrid unmanned aerial vehicle due to overheat of the hybrid engine.

Further, according to the cooling fin of the hybrid engine of the present invention, as the cooling fin is formed in a radial shape or a lattice shape around the ignition plug of the engine portion, the cooling performance of the engine portion passing through the cooling fin can be further improved by the wind generated in the cooling fan. Further, since the outside air flowing into the engine portion or the wind generated in the cooling fan is arranged to flow along the radiating or lattice-shaped cooling fins, the engine portion can be cooled more effectively.

Drawings

Fig. 1 is a diagram for explaining driving of a hybrid engine according to a first embodiment of the present invention.

Fig. 2 is a view showing a hybrid engine other than the cowling shown in fig. 1.

Fig. 3 and 4 are views for explaining the cowling shown in fig. 1.

Fig. 5 is a view for explaining an example of the internal combustion engine unit shown in fig. 1 and 2.

Fig. 6 is a view of the internal combustion engine section shown in fig. 5 from above.

Fig. 7 is a view of the internal combustion engine section shown in fig. 5 from below.

Fig. 8 is a view showing another example of the internal combustion engine section shown in fig. 5.

Fig. 9 is a view showing a state of the internal combustion engine section shown in fig. 8 as viewed from above.

Fig. 10 is a view showing a state of the internal combustion engine section shown in fig. 9 as viewed from below.

Fig. 11 to 13 are views for explaining the form of the cooling fin shown in fig. 1 and 2.

Fig. 14 is a diagram for explaining driving of the hybrid engine of the second embodiment of the invention.

Fig. 15 is a view showing a hybrid engine other than the cowling shown in fig. 14.

Fig. 16 is a view for explaining the cowling shown in fig. 14.

Fig. 17 and 18 are graphs showing flow rates of wind flowing into the hybrid engine of the second embodiment of the present invention including the cooling fins of the radial type or the lattice type by CFD analysis test.

Fig. 19 is a graph showing a comparison of temperature distributions of an internal combustion engine unit having radial and lattice cooling fins in a conventional horizontal hybrid engine and the hybrid engine shown in fig. 10 by CFD analysis.

Detailed Description

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art to which the present invention pertains can easily practice the present invention. The present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

It is noted here that the figures are only schematically shown and not to scale. For clarity and convenience in the drawings, the relative dimensions and proportions of parts shown in the drawings have been exaggerated or reduced in size, and any dimensions are merely illustrative and not limiting. In addition, in the same structure, element, or component shown in two or more drawings, the same reference numerals are used to illustrate similar features.

Embodiments of the present invention specifically illustrate desirable embodiments of the present invention. As a result, various modifications of the drawings can be expected. Therefore, the embodiments are not limited to the specific form of the illustrated region, but include, for example, a form deformation due to manufacturing.

Hereinafter, a hybrid engine and a hybrid unmanned aerial vehicle including the same according to an embodiment of the present invention will be described with reference to the accompanying drawings.

First, referring to fig. 1, 2, 14, and 15, the hybrid engine 100, 200 of the embodiment of the present invention includes a generator 110 and an internal combustion engine section 120.

Such hybrid engines 100 and 200 can be used in various applications such as automobiles, aircraft, two-wheelers, prime mover devices, bicycles, unmanned aerial vehicles, and the like.

The hybrid engines 100, 200 of the embodiments of the present invention may be applied to, for example, unmanned aerial vehicles (drones) as unmanned aerial vehicles that do not have cabins on which humans ride.

For reference, the following description will be given of a case where the hybrid engine 100, 200 according to an embodiment of the present invention is applied to an unmanned aerial vehicle, but is not limited thereto.

Further, although not shown, the hybrid engines 100 and 200 according to the embodiment of the present invention may be mounted on a hybrid unmanned aerial vehicle.

Such a hybrid unmanned aerial vehicle includes: a housing having a hollow portion; one or more arms extending radially from the housing; the propeller driving motors are respectively arranged at the end parts of more than one arm; a propeller coupled to a rotation shaft of each motor and generating a thrust; a battery that supplies driving force to a motor for driving the propeller; and hybrid engines 100, 200 provided in the case and configured to supply electric power generated by driving to a motor or a battery for driving the propeller.

The hybrid engines 100, 200 included in the hybrid unmanned aerial vehicle according to the embodiment of the present invention are specifically described below with reference to fig. 1 to 16.

First, a hybrid engine 100 according to a first embodiment of the present invention will be described with reference to fig. 1 to 13.

Referring to fig. 1 and 2, a hybrid engine 100 of a first embodiment of the invention includes: generator 110, internal combustion engine unit 120, and cooling fan 130.

The hybrid engine 100 of the first embodiment of the invention includes one internal combustion engine section 120.

The internal combustion engine section 120 is provided with a combustion chamber inside, and the combustion chamber is provided with at least one ignition plug 122 at an end portion. Further, the internal combustion engine 120 is provided with a plurality of cooling fins 127 for increasing the contact area of the outside air flowing toward the internal combustion engine 120.

The internal combustion engine section 120 is driven by the reciprocating motion of at least one piston 124 of a combustion chamber provided inside. Such an internal combustion engine unit 120 is connected to the generator 110.

The generator 110 rotates by the driving force of the internal combustion engine 120 and generates electric power.

Although not shown, the electric power generated in the generator 110 is supplied to a motor or a battery connected to the internal combustion engine unit 120 and stored.

For reference, the generator 110 may be connected in series or parallel with the motor or battery.

At this time, when the piston 124 of the engine part 120 reciprocates, the engine part 120 will reach a high temperature.

For example, if the high temperature state of the internal combustion engine 120 continues, there is a problem in that an abnormality in the operation of the hybrid engine 100 itself may occur due to overheat of the internal combustion engine 120.

In order to solve such a problem, the hybrid engine 100 of the first embodiment of the invention is provided with at least one cooling fan 130 that generates wind for cooling the ignition plug 122 and the internal combustion engine section 120.

In the hybrid engine 100 according to the first embodiment of the present invention, the ignition plug 122 may be provided in only one or more than one of the internal combustion engine units 120, as required.

For example, in the case where only one ignition plug 122 is provided, the ignition plug 122 is cooled by causing wind generated in the cooling fan 130 to face the ignition plug 122.

On the other hand, when the ignition plug 122 is provided with one or more, the cooling fan 130 is rotated or moved. Thereby, the wind generated in the cooling fan 130 will be directed toward the center of the upper end portion of the head portion of the internal combustion engine portion 120, so that the plurality of ignition plugs 122 can also be cooled.

For reference, in the hybrid engine 100 of the first embodiment of the invention, the case where one ignition plug 122 is provided in the internal combustion engine section 120 is described, but it is not limited thereto.

The cooling fan 130 is provided with one or more on the inflow side of the ignition plug 122 into which outside air flows, and generates wind to cool the ignition plug 122 and the internal combustion engine portion 120.

As shown in fig. 1, wind generated by driving of the cooling fan 130 flows into the inflow portion 121 of the ignition plug 122.

The inflow portion 121 of the ignition plug 122 is provided between the cooling fan 130 and the ignition plug 122, which may represent a place where wind generated from the cooling fan 130 starts to flow into the ignition plug 122.

As described above, when the cooling fan 130 is driven, wind is generated by the rotation of the cooling fan 130. At this time, the wind does not flow in the rotation axis F, which is the center of the cooling fan 130, but flows in the blade (blade) portion of the cooling fan 130.

As described above, the wind generated in the cooling fan 130 flows along the inflow portion 121 toward the ignition plug 122 side by the blades.

Such a cooling fan 130 is provided on the upstream side of the ignition plug 122 in the inflow direction of the outside air, with reference to the position of the ignition plug 122. The cooling fins 127 are provided on the downstream side of the ignition plug 122 in the inflow direction of the outside air, with reference to the position of the ignition plug 122.

At this time, the inflow direction of the external air flowing into the ignition plug 122 may be set in the same direction as the flow direction of the wind generated in the cooling fan 130.

As shown in fig. 1, the rotation axis F of the cooling fan 130 and the central axis S of the ignition plug 122 are arranged coaxially on a virtual axis connecting the rotation axis F of the cooling fan 130 and the central axis S of the ignition plug 122.

Thereby, the wind generated in the cooling fan 130 flows toward the ignition plug 122 side, contacts the ignition plug 122, and cools the ignition plug 122. Next, the cooling fins 127 of the engine part 120 are brought into contact with and cool the engine part 120. After cooling the internal combustion engine 120, the flow direction (see the arrow direction in fig. 1 and 2) in which the electric generator 110 discharges the air to the outside is provided.

The flow direction of the wind generated in the cooling fan 130 is arranged on the same line as the ignition plug 122 and the internal combustion engine unit 120.

Thereby, the wind generated in the cooling fan 130 will first contact with the ignition plug 122 and cool the ignition plug 122, and after cooling the ignition plug 122, the engine part 120 will be cooled by the cooling fins 127 of the engine part 120.

For reference, the rotation axis F of the cooling fan 130 may not be aligned coaxially with the central axis S of the ignition plug 122 in a state where the cooling fan 130 is on the same line as the ignition plug 122.

In this case, it is necessary to arrange the cooling fan 130 so that the flow direction of the wind generated in the cooling fan 130 is directed toward the ignition plug 122, in order to cool the ignition plug 122.

For example, the cooling fan 130 may be twisted in one direction, so that the flow direction of the wind generated in the cooling fan 130 is set to be directed toward the ignition plug 122. Further, the blade (blade) size of the cooling fan 130 may be increased so that the flow direction of the wind generated in the cooling fan 130 is directed toward the ignition plug 122.

The flow direction of the wind generated in the cooling fan 130 is set to have a predetermined angle with respect to the drive shaft G of the generator 110.

In other words, a virtual line connecting the upstream and downstream of the ignition plug 122 is formed obliquely so as to have a predetermined angle with respect to the drive shaft G of the generator 110, with reference to the inflow direction of wind flowing from the cooling fan 130 into the ignition plug 122.

The flow direction of the wind generated in the cooling fan 130 and the driving shaft G of the generator 110 may be configured at a prescribed angle in the range of 70 to 110 degrees.

Referring to fig. 1 and 2, the generator 110 is positioned in a vertical position with respect to the horizontally arranged internal combustion engine unit 120.

For example, based on the inflow direction of the wind flowing from the cooling fan 130 into the ignition plug 122, a virtual line connecting the upstream and downstream of the ignition plug 122 is preferably arranged orthogonal to the drive shaft G of the generator 110, but is not limited thereto.

The engine unit 120 arranged in the horizontal direction and the cooling fan 130 provided on the air inflow side of the engine unit 120 are arranged in parallel in the horizontal direction, that is, in the lateral direction.

However, as the engine unit 120 and the cooling fan 130 are arranged in the lateral direction, the ignition plug 122 is also arranged in the lateral direction in the same manner as the engine unit 120.

Thereby, the wind generated in the cooling fan 130 also flows in the lateral direction, and contacts the ignition plug 122 and the cooling fins 127 of the engine portion 120 provided on the same line.

At this time, referring to fig. 1, the engine unit 120 and the cooling fan 130 arranged in parallel in the lateral direction are covered with the cowling 140.

The cowling 140 is arranged to be aligned in the same direction as the direction in which the engine part 120 and the cooling fan 130 are aligned, and to surround the engine part 120 and the cooling fan 130. In other words, the cowling 140 is arranged in a form having a lateral length in the lateral direction so as to surround the internal combustion engine section 120 and the cooling fan 130 arranged in the lateral direction.

Such a cowling 140 is formed in a shape in which a part thereof is introduced inward.

Referring to fig. 3, the cowling 140 has a configuration in which both end portions of the engine portion 120 where the ignition plug 122 is disposed are led inward.

As the portion of the cowling 140 where the nose portion of the engine portion 120 is located is formed in the inward-directed form, the cowling 140 may be formed in the form shown in fig. 4.

For reference, the shape of the cowling 140 is not limited to the first embodiment of the present invention, since the temperature decrease of the engine portion 120 will likely be affected according to the shape of the cowling 140.

In addition, as described above, in the internal combustion engine section 120 of the embodiment of the present invention, the cooling fins 127 for increasing the contact area of the air generated and flowing in the cooling fan 130 with the internal combustion engine section 120 are provided.

The cooling fins 127 are provided on the downstream side of the ignition plug 122 in the inflow direction of the outside air, with reference to the position of the ignition plug 122.

Referring to fig. 5 to 10, in the hybrid engine 100 of an embodiment of the present invention, the cooling fins 127, 127-1 may be formed in various forms. For reference, in the hybrid engine 100 of the invention, the cooling performance of the engine parts 120, 120-1 may also be changed according to the form of the cooling fins 127, 127-1.

First, as shown in fig. 5 to 7, the cooling fins 127 provided in the engine portion 120 may be formed to be radial. In other words, the plurality of cooling fins 127 are provided, and the plurality of cooling fins 127 are formed radially with respect to the ignition plug 122 disposed at the center C of the engine unit 120.

As described above, as the plurality of cooling fins 127 are formed radially with respect to the ignition plug 122, the contact area between the cooling fins 127 and the wind generated in the cooling fan 130 is increased, and as a result, the cooling performance of the internal combustion engine portion 120 can be improved.

As shown in fig. 8 to 10, the cooling fins 127-1 provided in the engine section 120-1 may be formed in a lattice shape.

In other words, the plurality of cooling fins 127-1 are provided, and the plurality of cooling fins 127-1 are arranged so as to intersect each other in directions different from each other with reference to the ignition plug 122 arranged at the center C of the engine portion 120.

At this time, the plurality of cooling fins 127-1 may be arranged such that at least a portion thereof intersect each other in a state of being spaced apart from each other by a prescribed interval with reference to the ignition plug 122.

Specifically, the plurality of cooling fins 127-1 includes a plurality of first fin members 127-1a formed along a first direction (in the longitudinal direction in fig. 12) and a plurality of second fin members 127-1b formed along a second direction (in the transverse direction in fig. 10) different from the first fin members 127-1a, with respect to the center C of the engine portion 120-1, that is, the center of the ignition plug 122.

At this time, the second fin member 127-1b may be configured to intersect the first fin member 127-1a at least at a portion.

At least a part of the first fin member 127-1a and the second fin member 127-1b disposed so as to intersect each other is disposed in a state of being spaced apart from the ignition plug 122 disposed at the center C of the engine portion 120 by a predetermined interval.

For example, as shown in fig. 8 and 9, a part of the first fin members 127a of the cooling fins 127 may be arranged in a state of being spaced apart with reference to the ignition plug 122 arranged at the center C of the engine portion 120-1. At this time, the other part of the first fin member 127a is arranged in a state of being extended and connected without being separated.

On the other hand, the second fin members 127-1b may be arranged in a state of being spaced apart by the first fin members 127-1a provided in an extended state with reference to the ignition plug 122 arranged at the center C of the engine portion 120-1.

Referring to fig. 5 and 10, an exhaust port 128 is formed on one side of the engine parts 120, 120-1 including the cooling fins 127, 127-1.

As shown in fig. 5 and 10, the form of the cooling fins 127, 127-1 may be changed according to the formation position and size of the exhaust port 128.

For example, the cooling fins 127, 127-1 may be formed so as to entirely cover the upper end portion of the exhaust port 128, or may be formed so as to partially cover the upper end portion. The cooling fins 127, 127-1 may be formed so as not to cover the exhaust port 128.

That is, the cooling fins 127, 127-1 are formed so as to cover the exhaust port 128 or so as not to cover the exhaust port 128, which may vary depending on the position and form of the exhaust port 128 and the cooling performance of the engine parts 120, 120-1.

Referring to fig. 5 and 10, the bottom surfaces of the engine parts 120, 120-1 may be formed flat.

This has the effect that when the number of engine parts 120, 120-1 is plural, the engine parts 120, 120-1 can be stably fastened by the flat bottom surfaces of the engine parts 120, 120-1.

In addition, referring to fig. 11 to 13, at least one air contact h may be formed at the cooling fins 127, 127-1.

The air contact portion h serves to enhance the cooling effect of the engine portions 120, 120-1 based on the wind generated in the cooling fan 130 and flowing into the engine portions 120, 120-1.

Such air contact portions h are preferably formed in one or more of the cooling fins 127, 127-1. As shown in fig. 11, the air contact portion h may be formed in a circular shape. Also, as shown in fig. 12 and 13, the air contact portion h may be formed in a polygonal shape such as a triangle or a diamond.

Further, when the air contact portion h is formed as one of a plurality of circles, triangles or polygons in the cooling fins 127, 127-1, the plurality of air contact portions h may be formed all in the same size or may be formed in different sizes from each other.

For reference, as shown in fig. 11 to 13, the air contact portion h formed on the cooling fins 127, 127-1 is shown as being formed in one of a circle, a triangle, or a diamond, but is not limited thereto, and may be formed in other forms as needed. The cooling fins 127, 127-1 shown in fig. 11 to 13 may be deformed in shape and size, and the present invention is not limited thereto.

The air contact portion h may be formed in at least one of a hole (hole) and a groove (groove). In this case, as shown in fig. 11 to 13, the air contact portion h is preferably formed as a hole, but is not limited thereto, and may be formed in another form in order to increase the contact area with the air (or wind) of the cooling fins 127, 127-1.

As described above, when the plurality of air contact portions h are formed in the cooling fins 127, 127-1, there is an effect that not only the weight of the cooling fins 127, 127-1 but also the self weight of the engine portions 120, 120-1 can be reduced.

Further, since the plurality of air contact portions h are formed in the cooling fins 127, 127-1, a vortex flow (vortex) is generated in the vicinity of the cooling fins 127, 127-1 by the wind flowing from the cooling fan 130 toward the internal combustion engine portions 120, 120-1, and thus the cooling area of the internal combustion engine portions 120, 120-1 is enlarged.

That is, the cooling effect of the engine parts 120, 120-1 themselves by the wind flowing from the cooling fan 130 into the engine parts 120, 120-1 can be further improved by the plurality of air contact parts h formed on the cooling fins 127, 127-1.

Hereinafter, a hybrid engine 200 according to a second embodiment of the present invention will be described with reference to fig. 14 to 16, focusing on differences from the foregoing embodiments.

The number of the internal combustion engine portion 120, the ignition plug 122, and the cooling fan 130 of the hybrid engine 200 of the second embodiment of the present invention is different from that of the first embodiment described above, and the shape of the cowling 240 corresponding thereto is different from that of the first embodiment described above, but otherwise substantially the same as that of the first embodiment described above, and therefore, the same names and reference numerals will be given to the same structural elements, and the description thereof will be followed by the description of the first embodiment described above.

Referring to fig. 14 and 15, a hybrid engine 200 of a second embodiment of the invention may include: a single generator 110, a plurality of internal combustion engine units 120, and a plurality of cooling fans 130.

Among them, the hybrid engine 200 of the second embodiment of the invention may include two internal combustion engine parts 120 and two cooling fans 130.

At this time, the two engine parts 120 are arranged in the lateral direction, in other words, in the horizontal direction, and the two engine parts 120 are arranged to be connected to one generator 110.

For reference, the two internal combustion engine parts 120 may be arranged symmetrically about the generator 110. Further, the two internal combustion engine sections 120 are arranged in a state in which the interiors thereof communicate with each other, so that the driving forces generated in the two internal combustion engine sections 120 are transmitted to the generator 110. At this time, the ignition plugs 122 are provided at one or more of the respective end portions of the two horizontally aligned internal combustion engine sections 120.

The cooling fan 130 is provided on the external air inflow portion 121 side of the ignition plugs 120 disposed at each end of the two horizontally aligned engine portions 120.

In other words, at least one cooling fan 130 is provided in the inflow portion 121 into which outside air flows in, among the ignition plugs 122 disposed at the respective end portions of the two horizontally arranged engine portions 120.

As described above, as the two engine parts 120 are provided, the ignition plugs 122 are provided in the two engine parts 120, respectively. The cooling fan 130 is also provided on the inflow portion 121 side of each ignition plug 122 provided in each of the two engine units 120.

As shown in fig. 14 and 15, the wind generated in the cooling fans 130 respectively provided at the positions adjacent to the respective ends of the two horizontally aligned engine sections 120 will come into contact with the ignition plugs 122 disposed at the respective ends of the two horizontally aligned engine sections 120, thereby cooling the ignition plugs 122. Next, after contacting the cooling fins 127 of each engine unit 120 and cooling the engine unit 120, all of the air is discharged to the outside through the generator 110.

In addition, in the hybrid engine 200 of the second embodiment of the invention, the plurality of internal combustion engine sections 120 and the plurality of cooling fans 130 arranged in the horizontal direction will be covered by the cowling 240.

At this time, as shown in fig. 16, the cowling 240 is formed to have a length long in the lateral direction, as in the arrangement direction of the plurality of engine units 120 and the cooling fans 130. In other words, the cowling 240 is formed to have a long length in the lateral direction, and is configured to surround the plurality of internal combustion engine sections 120 and the cooling fan 130.

At this time, the cowling 240 may be formed such that both end portions of each end portion where the nose portion of the engine portion 120 is located are led inward, similarly to the cowling 140 of the first embodiment of the present invention described above.

As described above, the portion of the cowling 240 where the nose portion of the engine section 120 is located is formed to be drawn inward, and thus has an effect of accelerating the flow speed of wind generated in the cooling fan 130. Further, as the wind generated in the cooling fan 130 has a faster flow speed, the ignition plug 122 and the internal combustion engine portion 120 can be cooled more effectively.

However, the shape of the cowling 240 described above is not limited to the embodiment of the present invention.

The hybrid engines 100 and 200 are described below with reference to fig. 1 to 16 in terms of points different from the above-described embodiments of the present invention.

The hybrid engine 100, 200 of the embodiment of the invention may include an internal combustion engine part 120, 120-1 and a generator 110 connected to the internal combustion engine part 120, 120-1.

The internal combustion engine parts 120, 120-1 are internally provided with combustion chambers having ignition plugs 122 disposed at their ends, and externally provided with a plurality of cooling fins 127, 127-1.

The cooling fins 127 of the engine parts 120, 120-1 serve to increase the contact area of the external air flowing into the engine parts 120, 120-1 with the engine part 120.

In this case, the outside air flowing into the internal combustion engine units 120, 120-1 may be the meaning of including all the air flowing into the internal combustion engine units 120, 120-1 from the outside.

The plurality of cooling fins 127 may be formed radially with respect to the ignition plug 122 disposed at the center C of the engine unit 120. The plurality of cooling fins 127-1 may be formed in a lattice shape intersecting in different directions with respect to the ignition plug 122 disposed at the center C of the engine unit 120-1.

The plurality of radiating or lattice-shaped cooling fins 127, 127-1 are formed in parallel with the reciprocating direction of the piston 124 provided in the internal combustion engine parts 120, 120-1.

In other words, the plurality of cooling fins 127, 127-1 are formed at a prescribed interval from each other along the peripheral edge of the engine portion 127, 127-1, and are formed to have an arrangement direction parallel to the reciprocating direction of the piston 124.

As described in the hybrid unmanned aerial vehicle 200 according to the second embodiment of the present invention, when the plurality of internal combustion engine units 120, 120-1 are arranged horizontally, the arrangement direction of the plurality of cooling fins 127, 127-1 may be regarded as being formed along the same lateral direction as the arrangement direction of the plurality of internal combustion engine units 120, 120-1.

As described above, the outside air flowing into the engine parts 120, 120-1 is configured to flow in the same direction as the arrangement direction of the plurality of cooling fins 127, 127-1, contact the engine parts 120, 120-1, and flow along the engine parts 120, 120-1.

In other words, the outside air flowing into the internal combustion engine parts 120, 120-1 first contacts the ignition plug 122 and cools the ignition plug 122. Then, the outside air flows between the plurality of cooling fins 127, 127-1, cools the engine parts 120, 120-1, and is then discharged to the outside through the generator 120.

For reference, as described above, in the case of the hybrid engine of the related art, the cooling fins will have an arrangement direction (horizontal direction) orthogonal to the reciprocation direction of the piston of the internal combustion engine section. Since the external air cannot flow along the cooling fins in the internal combustion engine section, the cooling effect and performance of the front and rear surfaces of the internal combustion engine section become different, and it is not easy to cool the internal combustion engine section as a whole.

That is, in comparison with the prior art hybrid engine including the horizontal cooling fins having the arrangement direction perpendicular to the piston reciprocating direction, the hybrid engine 100, 200 of the embodiment of the present invention can cool the internal combustion engine parts 120, 120-1 as a whole because the external air flowing into the internal combustion engine parts 120, 120-1 is formed to flow along the plurality of cooling fins 127, 127-1. Further, since the outside air flowing into the engine parts 120, 120-1 is disposed in uniform contact with the front and rear surfaces of the engine parts 120, 120-1, the engine parts 120, 120-1 can be cooled effectively as a whole.

For reference, as described above, in the case of the hybrid engine of the related art, the cooling fins will have an arrangement direction (horizontal direction) in a direction orthogonal to the reciprocation direction of the piston of the internal combustion engine section. Such a hybrid engine of the related art has a problem in that since external air cannot flow along the cooling fins in the engine portion, the cooling effect and performance of the front and rear surfaces of the engine portion become different, and it is difficult to cool the engine portion as a whole.

Hereinafter, the results of CFD tests performed on the hybrid engines 100, 200 according to the embodiment of the present invention will be briefly described with reference to fig. 17 to 19.

For reference, the following description will be given of the result of performing the CFD test by the hybrid engine 200 defined as the second embodiment of the invention.

Fig. 17 and 18 are graphs showing CFD test results of the flow velocity of wind flowing into the hybrid engine 200.

Fig. 17 shows the flow velocity of wind flowing into the hybrid engine 200 including the internal combustion engine section 120 having the radiation-type cooling fins 127. Fig. 18 shows the flow velocity of wind flowing into the hybrid engine 200 including the internal combustion engine section 120-1 having the lattice-type cooling fins 127-1.

At this time, as shown in fig. 17 and 18, the wind has a flow direction (flow direction) flowing from both sides of the engine parts 120, 120-1 and flowing to the generator 110 located in the center of the engine parts 120, 120-1.

For reference, the speed streamline (Velocity Streamline) in fig. 17 and 18 shows that the closer to the upper sides H1 and H2 of the velocity streamline rod, the faster the flow speed of the wind flowing into the hybrid engine 200, and the closer to the lower sides L1 and L2 of the velocity streamline rod, the slower the flow speed of the wind flowing into the hybrid engine 200.

Referring to fig. 17, the flow rates of the air flowing from the outside at the initial inlet positions a and e of the respective ends of the plurality of engine units 120 are L1 to L2, the flow rates of the air flowing from the outside at the central positions b and c of the engine units 120 are H1 to H2, and the flow rate of the air flowing from the generator 110 is H2.

Referring to fig. 18, the flow velocity of the air flowing from the outside is shown to be L1 at the initial entry positions a, e of the respective ends of the plurality of engine units 120-1, 0 to L1 at the center positions b, c of the engine unit 120-1, and L1 at the generator 110 side of the engine unit 120-1.

That is, it can be determined that the flow velocity of the wind flowing into the hybrid engine 200 including the internal combustion engine portion 120 having the cooling fins 127 formed in the radial type is greatly increased compared with the flow velocity of the wind flowing into the hybrid engine 200 including the internal combustion engine portion 120 having the cooling fins 127 formed in the lattice type.

Fig. 19 is a graph showing CFD test results of temperature distribution of the internal combustion engine parts 120, 120-1 of the hybrid engine 200.

The conventional technique shown in fig. 19 shows the temperature distribution of an internal combustion engine unit including conventional horizontal cooling fins formed horizontally along the outer peripheral surface of a hybrid engine.

Fig. 19 (a) shows the temperature distribution of the internal combustion engine section 120 including the radiation-type cooling fins 127 of the hybrid engine 200. Fig. 19 (b) shows the temperature distribution of the engine unit 120-1 including the lattice-type cooling fins 127-1 of the hybrid engine 200.

For reference, referring to fig. 19, it shows that the closer the temperature distribution result is to red, the higher the temperature of the internal combustion engine portion 120 of the hybrid engine 200 is, and the closer the temperature distribution result is to blue, the lower the temperature of the internal combustion engine portion 120-1 of the hybrid engine 200 is.

As shown in fig. 19, the embodiments of the prior art and the present invention will produce a difference in the temperature distribution in the vicinity of the ignition plug 122 of the internal combustion engine section 120, 120-1.

Specifically, as shown in the prior art of fig. 19, in the hybrid engine employing the horizontal type cooling fins of the prior art, the temperature near the ignition plug P1 is shown to be higher than the internal combustion engine portion P2, which is measured to be about 204 degrees.

In contrast, referring to fig. 19 (a), in hybrid engine 200 including radial cooling fins 127, temperature distribution a' near ignition plug 122 is shown to be higher than temperature distribution a″ near cooling fins 127. At this time, the temperature near the ignition plug 122 of the hybrid engine 200 including the radiation-type cooling fins 127 was measured to be about 196.1 degrees.

In addition, referring to fig. 19 (b), in the hybrid engine 200 including the cooling fins 127-1 formed in the lattice type, the temperature distribution b' near the ignition plug 122 is shown to be higher than the temperature distribution b″ near the cooling fins 127-1. At this time, the temperature near the ignition plug 122 of the hybrid engine 200 including the cooling fin 127-1 of the lattice type was measured to be about 199.6.

That is, it is shown that the temperature in the vicinity of the ignition plug 122 of the hybrid engine 200 including the radial cooling fins 127 is measured to be lower than the temperature in the vicinity of the ignition plug 122 of the hybrid engine 200 including the lattice-type cooling fins 127-1.

Therefore, it is shown that the cooling effect of the engine part 120 including the radial type cooling fins 127 and the engine part 120-1 including the lattice type cooling fins 127-1 is greater than that of the engine part including the horizontal type cooling fins of the related art.

Further, it is shown that the cooling effect in the vicinity of the ignition plug 122 in the internal combustion engine portion 120 including the radiating cooling fins 127 is larger than the internal combustion engine portion 120-1 including the lattice-type cooling fins 127-1.

As can be seen from the above test results, as the cooling fan 130 is located on the front side of the ignition plug 122, the rotation axis F of the cooling fan 130 and the central axis S of the ignition plug 122 are located coaxially, and the cooling fins 127 are formed in a radial and lattice shape with respect to the ignition plug 122, the cooling performance of the hybrid engine 100, 200 is improved as compared with the hybrid engine of the related art.

As described above, the cooling performance of the hybrid engines 100 and 200 can be further improved by forming the cowling 140 and 240 in such a manner that a part thereof is drawn inward.

According to the structure described above, in the hybrid engines 100, 200 of the embodiment of the present invention and the hybrid unmanned aerial vehicle including the same, as the rotation shaft F of the cooling fan 130 and the central shaft S of the ignition plug 122 are coaxially arranged on the virtual shaft, there is an effect that the cooling performance of the ignition plug 122 and the internal combustion engine section 120 can be improved by the wind generated by the cooling fan 130.

Further, as the cooling performance of the ignition plug 122 and the internal combustion engine unit 120 is improved, there is an advantage that abnormal operation of the hybrid unmanned aerial vehicle due to overheat of the hybrid engines 100 and 200 can be prevented in advance.

As described above, although the embodiments of the present invention have been described with reference to specific matters such as specific structural elements and the embodiments and drawings defined, this is only provided to facilitate the overall understanding of the present invention, and the present invention is not limited to the above-described embodiments, and various modifications and variations may be realized by those skilled in the art to which the present invention pertains from such description. Therefore, the idea of the present invention is not limited to the described embodiments, but all matters equivalent to the scope of the claims or having equivalent modifications should be interpreted as falling within the scope of the idea of the present invention.

Industrial applicability

According to the hybrid engine and the hybrid unmanned aerial vehicle including the same relating to an embodiment of the present invention, the cooling performance of the ignition plug and the internal combustion engine portion can be improved by the inflow of outside air.

Claims

1. A hybrid engine, wherein,

comprising the following steps:

an internal combustion engine part provided with a combustion chamber having an ignition plug disposed at an end thereof and a plurality of cooling fins for increasing a contact area with external air;

A generator connected to the internal combustion engine unit and generating electric power; and

at least one cooling fan for generating wind for cooling the ignition plug and the internal combustion engine portion,

the cooling fan is disposed on the upstream side of the ignition plug with respect to the inflow direction of the outside air, and the cooling fins are disposed on the downstream side of the ignition plug along the flow direction of the outside air.

2. The hybrid engine of claim 1, wherein,

the wind generated in the cooling fan contacts the ignition plug and the cooling fins of the engine part and cools the ignition plug and the engine part, and then has a flow direction discharged to the outside through the generator.

3. The hybrid engine as set forth in claim 2, wherein,

the rotation shaft of the cooling fan and the central shaft of the ignition plug are arranged coaxially on a virtual shaft.

4. The hybrid engine as set forth in claim 2, wherein,

the flow direction of the wind generated in the cooling fan is arranged on the same line as the ignition plug and the internal combustion engine section.

5. The hybrid engine as set forth in claim 2, wherein,

the wind flow direction is inclined at a predetermined angle to the drive shaft of the generator.

6. The hybrid engine as set forth in claim 5, wherein,

The prescribed angle forms a range of 70 degrees to 110 degrees.

7. The hybrid engine of claim 1, wherein,

the plurality of engine parts are arranged to be connected to the generator, and the ignition plug is arranged at one or more of the respective ends of the plurality of engine parts.

8. The hybrid engine as set forth in claim 7, wherein,

the engine includes a plurality of cooling fans for generating wind for cooling a plurality of engine parts and respective ignition plugs provided at the ends thereof, and the wind generated in each of the plurality of cooling fans is configured to be discharged to the outside through the generator after contacting with the respective ignition plugs provided at the ends of the plurality of engine parts and cooling fins of the engine parts and cooling the ignition plugs and the engine parts.

9. The hybrid engine of claim 1, wherein,

the plurality of cooling fins are arranged to be formed radially with respect to the ignition plug.

10. The hybrid engine of claim 1, wherein,

the plurality of cooling fins are arranged so as to be formed in directions intersecting with each other in directions different from each other with the ignition plug as a center.

11. The hybrid engine as set forth in claim 10, wherein,

the plurality of cooling fins are arranged such that at least a part of the cooling fins intersect each other in a state of being spaced apart from the ignition plug by a predetermined interval.

12. The hybrid engine as set forth in claim 11, wherein,

the cooling fin includes:

a plurality of first fin members formed along a first direction; and

a plurality of second fin members formed along a second direction different from the first fin members, at least a portion of the first fin members and the second fin members crossing each other,

at least a part of the first fin member and the second fin member are arranged with a predetermined interval therebetween around the ignition plug.

13. The hybrid engine of claim 1, wherein,

more than one air contact part is formed on the cooling fin.

14. The hybrid engine of claim 1, wherein,

at least one of the engine part and the cooling fan are arranged in a horizontal direction, and the cowling is arranged in the same direction as the direction in which the engine part and the cooling fan are arranged so as to surround the engine part and the cooling fan.

15. A hybrid engine, wherein,

comprising the following steps:

an internal combustion engine part provided with a combustion chamber having an ignition plug disposed at an end thereof and a plurality of cooling fins for increasing a contact area with external air; and

A generator connected to the internal combustion engine section and generating electric power,

at least one piston reciprocating in the combustion chamber is disposed in the internal combustion engine section,

the arrangement direction of the plurality of cooling fins is formed in parallel with the movement direction of the piston,

the external air flowing into the engine section is arranged to flow in the same direction as the arrangement direction of the plurality of cooling fins.

16. A hybrid unmanned aerial vehicle, wherein,

comprising the following steps:

a housing having a hollow portion;

one or more arms extending radially from the housing;

a motor for driving the propeller, which is arranged at the end part of more than one arm;

a propeller coupled to a rotation shaft of the motor and generating a thrust;

a battery that supplies a driving force to the motor; and

a hybrid engine provided at the housing and configured to supply electric power generated by the driving to the motor or the battery,

the hybrid engine includes:

at least one internal combustion engine part provided with a combustion chamber having an ignition plug disposed at an end thereof and a plurality of cooling fins for increasing a contact area with external air;