KR20160147339A - Hybrid drive apparatus of aircraft - Google Patents

Hybrid drive apparatus of aircraft Download PDF

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Publication number
KR20160147339A
KR20160147339A KR1020150083950A KR20150083950A KR20160147339A KR 20160147339 A KR20160147339 A KR 20160147339A KR 1020150083950 A KR1020150083950 A KR 1020150083950A KR 20150083950 A KR20150083950 A KR 20150083950A KR 20160147339 A KR20160147339 A KR 20160147339A
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KR
South Korea
Prior art keywords
gear
shaft
power
engine
motor
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KR1020150083950A
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Korean (ko)
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KR101713800B1 (en
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권오병
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권오병
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Priority to KR1020150083950A priority Critical patent/KR101713800B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/08—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission being driven by a plurality of power plants
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The present invention relates to a hybrid drive apparatus of an aircraft. The hybrid drive apparatus of an aircraft, which is loaded in an aircraft to rotate a propeller, comprises: an engine which generates power by burning aviation fuel; a power generating motor which has a power generation function and a motor function; and a power transfer unit which simultaneously transfers the power generated when the engine is driven to the propeller and the power generating motor to generate power, transfers the power generated when the power generating motor is driven to the propeller, and transfers the power caused by the reverse operation of the power generating motor when the engine is started to the engine.

Description

[0001] The present invention relates to a hybrid drive apparatus for an aircraft,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus mounted on an aircraft for rotationally driving a propeller.

Generally, an aircraft mainly uses an engine as a power source. However, since the engine generates combustion by burning aviation oil, pollutants are discharged and noise is generated when the aviation oil is burned. Thus, aircraft have long been recognized as a major cause of environmental problems. Recently, because of the problem of exhaustion of fossil fuels, the aviation industry is trying to reduce the consumption of aviation oil. In addition, since aircraft use large amounts of expensive aviation fuel, a method for reducing aviation oil consumption is required even for cost reduction.

An object of the present invention is to provide a hybrid drive system for an aircraft which can reduce aviation oil consumption and can be constructed in a lightweight structure.

According to another aspect of the present invention, there is provided a hybrid drive system for an aircraft, which includes an engine, a motor for generating electricity, and a power transmission unit mounted on an aircraft for rotating the propeller. The engine burns jet fuel to generate power. The generator-motor has a generator function and a motor function. The power transmission unit transmits the power generated when the engine is driven to the propeller and simultaneously transmits the generated power to the power generation combined motor so that the power generated when the power generation combined motor is driven is transmitted only to the propeller, And transmits the power by the reverse drive of the motor to the engine.

The hybrid drive system according to the present invention can reduce the consumption of aviation oil, can be advantageous in weight reduction, and can increase the thrust.

In addition, the hybrid drive system according to the present invention not only rotates the propeller with the power generation motor but also charges the battery by transmitting the power of the engine to the power generation motor when the engine is driven, and the engine is started by the power generation motor Therefore, it is possible to perform three functions with a single generator motor.

1 is a configuration diagram of a hybrid drive system for an aircraft according to an embodiment of the present invention.
Fig. 2 is a perspective view showing the inside of the hybrid drive system in Fig. 1; Fig.
Figure 3 is a front view of Figure 2;
FIG. 4 is an exploded perspective view of FIG. 3. FIG.
Fig. 5 is a cross-sectional view showing an example of the first one-way clutch in Fig. 2;
Fig. 6 is a cross-sectional view showing another example of the first one-way clutch in Fig. 5;
Fig. 7 and Fig. 8 are views for explaining the action of the intermittent portion in Fig.
9 to 12 are views for explaining the operation of the hybrid driving apparatus shown in FIG.

The present invention will now be described in detail with reference to the accompanying drawings. Here, the same reference numerals are used for the same components, and a detailed description of known functions and configurations that may unnecessarily obscure the gist of the present invention will be omitted. Embodiments of the present invention are provided to more fully describe the present invention to those skilled in the art. Accordingly, the shapes and sizes of the elements in the drawings and the like can be exaggerated for clarity.

1 is a configuration diagram of a hybrid drive system for an aircraft according to an embodiment of the present invention. Fig. 2 is a perspective view showing the inside of the hybrid drive system in Fig. 1; Fig. Figure 3 is a front view of Figure 2; FIG. 4 is an exploded perspective view of FIG. 3. FIG. Fig. 5 is a cross-sectional view showing an example of the first one-way clutch in Fig. 2;

1 to 5, an aircraft hybrid drive system 100 according to an embodiment of the present invention is mounted on an aircraft and rotates a propeller 10 and includes an engine 110, a motor 120 ), And a power transmission unit 130.

The engine 110 burns the aviation oil to generate power. The engine 110 may be an internal combustion engine. The engine 110 is configured to output rotational power. The engine 110 may be of a conventional configuration.

The generator-motor 120 has a generator function and a motor function. When the electric power is inputted from the battery 140, the generator / motor 120 generates rotational power and outputs it to the power transmission unit 130. [ When the rotational force is input from the power transmitting unit 130, the generator / motor 120 generates electricity and outputs the generated electricity to the battery 140. [ The power-generating motor 120 may have a conventional configuration.

The power transmission unit 130 transmits the power generated at the time of driving the engine 110 to the propeller 10, and at the same time, transfers the generated power to the power generation combined motor 120 to generate power. The propeller 10 receives power from the power transmitting unit 130 and rotates to propel the aircraft. The power transmission unit 130 transmits the power generated when the power generating motor 120 is driven only to the propeller 10 and is not transmitted to the engine 110. The power transmission unit 130 transmits power to the engine 110 by the reverse drive of the motor 120 serving as the generator when the engine 110 is started.

For example, the power transmitting unit 130 includes first to third shafts 131a, 131b, 131c, first to seventh gears 132a, 132b, 132c, 132d, 132e, 132f, 132g, (136). The first to third shafts 131a, 131b and 131c may be rotatably supported by the frame 101.

The first shaft 131a is connected to the propeller 10 and rotates. The first shaft 131a receives the rotational power from the power transmitting unit 130 and rotates the propeller 10 as it rotates. The second shaft 131b is connected to the engine 110 and rotates. The second shaft 131b is supplied with rotational power from the engine 110 and rotates.

The third shaft 131c is connected to the generator-motor 120 and rotates. The third shaft 131c is supplied with the rotational power from the generator-motor 120 and rotates. The third shaft 131c receives rotational power from the power transmitting unit 130 in the direction opposite to the direction of the rotational power of the generator-motor 120, and rotates.

The first gear 132a is coaxially inserted into the second shaft 131b. The first gear 132a receives the rotation of the second shaft 131b by the first one-way clutch 133 only when the second shaft 131b is forwardly rotated. The first one-way clutch 133 transmits the rotation of the second shaft 131b to the first gear 132a only when the second shaft 131b rotates in the normal direction. When the second shaft 131b reversely rotates The rotation of the second shaft 131b is not transmitted to the first gear 132a.

The first one-way clutch 133 is configured so that the rotation of the first gear 132a is transmitted to the second shaft 131b only when the first gear 132a rotates in the direction opposite to the normal rotation direction of the second shaft 131b, And does not transmit the rotation of the first gear 132a to the second shaft 131b when the first gear 132a rotates in the same direction as the normal rotation direction of the second shaft 131b.

The first one-way clutch 133 is mounted between the first gear 132a and the second shaft 131b. The first one-way clutch 133 may be configured in various ways. 5, the first one-way clutch 133 includes an outer ring 133a, an inner ring 133b, a bearing ball 133c, and a spring 133d. The outer ring 133a can be fixed to the inner circumferential surface of the first gear 132a. On the inner circumferential surface of the outer ring 133a, engaging protrusions 133e each having an inclined shape are formed. The bearing balls 133c are inserted into the grooves between the engaging jaws 133e, respectively, and are supported by the elastic force of the spring 133d. The inner ring 133b is disposed concentrically within the outer ring 133a. The inner ring 133b can be fixed to the outer circumferential surface of the second shaft 131b.

5, when the second shaft 131b is rotated in the counterclockwise direction, the bearing balls 133c are drawn out from the grooves and the second shaft 131b is restrained to the first gear 132a, 2 shaft 131b to be transmitted to the first gear 132a. When the second shaft 131b rotates clockwise, the bearing balls 133c are drawn from the grooves and the second shaft 131b is restrained from the first gear 132a so that the rotation of the second shaft 131b So that it is not transmitted to the first gear 132a.

When the first gear 132a rotates clockwise, the bearing balls 133c are drawn out from the grooves to restrain the first gear 132a to the second shaft 131b, so that the rotation of the first gear 132a To be transmitted to the second shaft 131b. When the first gear 132a rotates counterclockwise, the bearing balls 133c are pulled out of the grooves and the first gear 132a is restrained from the second shaft 131b so that the rotation of the first gear 132a Is not transmitted to the second shaft 131b.

The first one-way clutch 233 according to another example may be configured as shown in Fig. 6, the first one-way clutch 233 is formed with engagement protrusions 233e on the inner circumferential surface of the outer ring 233a. A latch 233c is pivotally mounted on the outer circumferential surface of the inner ring 233b. The latch 233c is held by the spring 233d in one of the engagement protrusions 233e of the outer ring 233a.

The first one-way clutch 233 according to this example is engaged or released by the latch 233e with the latch 233c in accordance with the rotation direction of the outer ring 233a or the inner ring 233b, And can function in the same manner as the clutch 133. In addition, the first one-way clutches 133 and 233 can be configured in various ways to perform the functions described above.

The second gear 132b is coaxially inserted into the third shaft 131c. The second gear 132b may have the same number of teeth as the number of teeth of the first gear 132a. The second gear 132b receives the rotation of the third shaft 131c by the second one-way clutch 134 only when the third shaft 131c is forwardly rotated. The second one-way clutch 134 transmits the rotation of the second gear 132b to the third shaft 131c only when the second gear 132b rotates in the direction opposite to the normal rotation direction of the third shaft 131c do. The second one-way clutch 134 is mounted between the second gear 132b and the third shaft 131c. The second one-way clutch 134 may be configured the same as the first one-way clutch 133, 233.

The third gear 132c is coaxially fixed to the first shaft 131a while engaged with the first and second gears 132a and 132b. And the third gear 132c rotates together with the first shaft 131a. The third gear 132c has a smaller number of teeth than the first and second gears 132a and 132b and can rotate faster than the first and second gears 132a and 132b. The fourth gear 132d is coaxially fixed to the second shaft 131b while being spaced apart from the first gear 132a. And the fourth gear 132d rotates together with the second shaft 131b.

The fifth gear 132e is coaxially inserted into the third shaft 131c while engaged with the fourth gear 132d. The fifth gear 132e may have the same number of teeth as the number of teeth of the fourth gear 132d. The fifth gear 132e receives the rotation of the third shaft 131c by the third one-way clutch 135 only when the third shaft 131c reversely rotates. The third one-way clutch 135 transmits the rotation of the fifth gear 132e to the third shaft 131c only when the fifth gear 132e rotates in the direction opposite to the direction of reverse rotation of the third shaft 131c do. The third one-way clutch 135 is mounted between the fifth gear 132e and the third shaft 131c. The third one-way clutch 135 may be configured the same as the first one-way clutch 133, 233.

The sixth gear 132f is coaxially fixed to the second shaft 131b between the first gear 132a and the fourth gear 132d. The seventh gear 132g is coaxially fixed to the third shaft 131c between the second gear 132b and the fifth gear 132e. The seventh gear 132g may have the same number of teeth as the number of teeth of the sixth gear 132f.

The intermittent gear 136 interrupts the rotation transmission between the sixth gear 132f and the seventh gear 132g. For example, the intermittent gear 136 includes an intermittent gear 137, a guide member 138, and an elastic member 139. The intermittent gear 137 is formed to mesh with the sixth and seventh gears 132f and 132g. The guide member 138 guides the movement of the intermittent gear 137 to engage or disengage the seventh gear 132g with the intermittent gear 137 engaged with the sixth gear 132f.

The guide member 138 has side walls disposed at regular intervals, and has a structure to receive the intermittent gear 137 between the side walls. On the side walls of the guide member 138, a guide hole 138a is formed to sandwich both rotation shafts of the intermittent gear 137. The guide hole 138a has a locus that guides the movement of the intermittent gear 137 so as to engage or disengage with the seventh gear 132g while keeping the intermittent gear 137 engaged with the sixth gear 133f.

The elastic member 139 applies an elastic force to the intermittent gear 137 in the direction in which the intermittent gear 137 is separated from the seventh gear 132g. The elastic member 139 may be formed of a tension coil spring. The tension coil spring may have one end fixed to the guide member 138 and the other end fixed to the intermittent gear 137.

For example, if it is assumed that the forward rotation direction of the second shaft 131b is clockwise, the interrupter 137 may act as follows. The intermittent gear 137 moves to engage with the seventh gear 132g when the sixth gear 132f rotates clockwise by driving the engine 110. [ Therefore, the rotation of the sixth gear 132f is transmitted to the seventh gear 132g. The intermittent gear 137 moves so that the seventh gear 132g is separated from the seventh gear 132g when it is rotated in the clockwise direction by driving the power generating combined motor 120. [ Therefore, the rotation of the seventh gear 132g is not transmitted to the sixth gear 132f.

The operation of the hybrid drive system 100 will be described with reference to FIGS. 9 to 12. FIG. Here, the forward rotation direction of the second shaft 131b by the drive of the engine 110 is the clockwise direction, and the forward rotation direction of the third shaft 131c by the drive of the generator-motor 120 is the clockwise direction I suppose. In this case, by the first one-way clutch 133, the second shaft 131b is restrained by the first gear 132a when rotating clockwise, and the first gear 132a is rotated counterclockwise And is constrained to the second shaft 131b.

By the second one-way clutch 134, the third shaft 131c is restrained by the second gear 132b when rotating clockwise, and when the second gear 132b is rotated counterclockwise And is constrained to the third shaft 131c. The third shaft 131c is restrained by the third one-way clutch 135 when it rotates counterclockwise, and the fifth gear 132e is restrained by the third one-way clutch 135. When the fifth gear 132e rotates clockwise, And is restricted to the shaft 131c.

As shown in Fig. 9, the second shaft 131b rotates in the clockwise direction by driving the engine 110. As shown in Fig. Then, the first gear 132a is restrained by the first one-way clutch 133 to rotate on the second shaft 131b in the clockwise direction. Then, the third gear 132c rotates counterclockwise by the first gear 132a to rotate the first shaft 131a together. Accordingly, the power of the engine 110 can be transmitted to the propeller 10 connected to the first shaft 131a.

The second gear 132b rotates in the clockwise direction by the third gear 132c and thus is released from the third shaft 131c by the second one way clutch 134. [ Therefore, the rotation of the second gear 132b is not transmitted to the third shaft 131c. And the fourth gear 132d rotates clockwise together with the second shaft 131b. Then, the fifth gear 132e rotates counterclockwise by the fourth gear 132d. And the fifth gear 132d is released from the third shaft 131c by the third one-way clutch 135. [ Therefore, the rotation of the fifth gear 132e is not transmitted to the third shaft 131c.

And the sixth gear 132f rotates clockwise together with the second shaft 131b. Then, the intermittent gear 137 moves so as to engage with the seventh gear 132g while maintaining the engaged state with the sixth gear 132f. Therefore, the rotation of the sixth gear 132f is transmitted to the seventh gear 132g. Then, the seventh gear 132g rotates clockwise, and rotates the third shaft 131c together. Therefore, since the power of the engine 110 is transmitted to the generator-motor 120 connected to the third shaft 131c, electricity is generated in the generator-motor 120 and the battery 140 can be charged.

In this way, the power generated when the engine 110 is driven is transmitted to the propeller 10 to generate propulsive force, and at the same time, it can be transmitted to the power generation motor 120 to charge the battery 140.

As shown in Fig. 10, the third shaft 131c rotates in the clockwise direction by driving the power-generating motor 120. As shown in Fig. Then, the second gear 132b is restrained by the second one-way clutch 134 on the third shaft 131c and rotated clockwise. Then, the third gear 132c rotates counterclockwise by the second gear 132b to rotate the first shaft 131a together. Accordingly, the power of the generator-motor 120 can be transmitted to the propeller 10 connected to the first shaft 131a.

The first gear 132a rotates in the clockwise direction by the third gear 132c and thus is released from the second shaft 131b by the first one-way clutch 133. [ Therefore, the rotation of the first gear 132a is not transmitted to the second shaft 131b. The second shaft 131b does not rotate, so that the fourth and sixth gears 132d and 132f do not rotate.

When the third shaft 131c rotates clockwise, the fifth gear 132e is restrained from the third shaft 131c by the third one-way clutch 135. Therefore, the rotation of the third shaft 131c is not transmitted to the fifth gear 132e. The seventh gear 132g is rotated clockwise by the third shaft 131c. Then, since the intermittent gear 137 is separated from the seventh gear 132g, the rotation of the seventh gear 132g is not transmitted to the sixth gear 132f. Thus, the power generated at the time of driving the power-generating motor 120 can be transmitted only to the propeller 10 to generate propulsive force.

As shown in Fig. 11, when the engine 110 is started, the third shaft 131c rotates in the counterclockwise direction due to the reverse drive of the motor 120 serving as the generator. Then, the second gear 132b is restrained from the third shaft 131c by the second one-way clutch 134, and the fifth gear 132e is restrained by the third one-way clutch 135 from the third shaft 131c, (131c).

As the fifth gear 132e rotates counterclockwise, the fourth gear 132d rotates clockwise. Since the second shaft 131b is rotated clockwise by the fourth gear 132d, power can be transmitted to the engine 110 connected to the second shaft 131b. Therefore, the engine 110 can be started. In this process, the sixth gear 132f rotates in the clockwise direction. Since the rotation speed of the sixth gear 132f is low until the start of the engine 110 is completed, The gear 132g is separated from the gear 132g. Therefore, the counterclockwise rotation of the seventh gear 132g is not transmitted to the sixth gear 132f.

When the reverse operation of the motor 120 for generating the electric power is stopped after the start of the engine 110 is completed, the action of the engine 110 is the same as that described above. On the other hand, since the first gear 132a is restrained by the first one-way clutch 133 to the second shaft 131b, the first gear 132a rotates clockwise. Then, as the third gear 132c rotates counterclockwise, power can be transmitted to the propeller 10 through the first shaft 131a.

As shown in FIG. 12, when the engine 110 and the generator-motor 120 are simultaneously driven, the second and third shafts 131b and 131c rotate clockwise. Then, the first gear 132a is restrained by the first one-way clutch 133 in the clockwise direction while being restrained by the second shaft 131b, and the second gear 132b is engaged with the second one-way clutch 133 And is rotated in the clockwise direction by being restrained by the third shaft 131c. Accordingly, the third gear 132c is rotated counterclockwise by the first and second gears 132a and 132b to rotate the power of the engine 110 and the generator-motor 120 through the first shaft 131a To the propeller (10).

At this time, since the third shaft 131c rotates clockwise, the fifth gear 132e is restrained from the third shaft 131c by the third one-way clutch 135, so that the fourth gear 131c So that it can rotate in the counterclockwise direction. The intermittent gear 137 is separated from the seventh gear 132g and does not transmit the rotation to the sixth gear 132f as the seventh gear 132g rotates clockwise. In this way, when high power is required, for example, when vertical takeoff and landing of an aircraft or flying at full speed is required, the two motors of the engine 110 and the power generation motor 120 can be used at the same time.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be taken by way of limitation and that those skilled in the art will recognize that various modifications and equivalent arrangements may be made therein. It will be possible. Accordingly, the true scope of protection of the present invention should be determined only by the appended claims.

10. Propeller 110 .. Engine
120 .. Motor combined with power generation 130 .. Power transmission unit
131a .. First shaft 131b .. Second shaft
131c .. Third shaft 132a .. First gear
132b .. Second gear 132c .. Third gear
132d .. Fourth gear 132e .. The fifth gear
132f .. sixth gear 132g .. seventh gear
133. First one-way clutch 134. Second one-way clutch
135. Third one way clutch 137 .. Intermittent gear
140 .. Battery

Claims (3)

By rotating the propeller mounted on an aircraft,
An engine that burns jet fuel to generate power;
A generator-motor having a generator function and a motor function; And
The power generated when the engine is driven is transmitted to the propeller and is transmitted to the power generation combined motor to generate power, and the power generated when the power generation combined motor is driven is transmitted only to the propeller, A power transmission unit for transmitting power to the engine by reverse driving of the power generation combined motor;
And a hybrid drive system for an aircraft. The method according to claim 1,
The power transmitting unit includes:
A first shaft connected to the propeller and rotated,
A second shaft connected to the engine and rotating,
A third shaft connected to the power-generating motor and rotating,
A first gear coaxially inserted into the second shaft and receiving rotation of the second shaft by the first one-way clutch only when the second shaft rotates forward;
A second gear which is coaxially inserted into the third shaft and receives rotation of the third shaft by the second one-way clutch only when the third shaft rotates forward,
A third gear coaxially fixed to the first shaft while being engaged with the first and second gears,
A fourth gear coaxially fixed to the second shaft while being spaced apart from the first gear,
A fifth gear inserted coaxially with the third shaft in a state of meshing with the fourth gear and receiving the rotation of the third shaft by the third one-way clutch only when the third shaft rotates reversely,
A sixth gear coaxially fixed to the second shaft between the first gear and the fourth gear,
A seventh gear coaxially fixed to the third shaft between the second gear and the fifth gear, and
And a stepper for interrupting rotation transmission between the sixth gear and the seventh gear. 3. The method of claim 2,
Wherein,
An intermittent gear formed to mesh with the sixth and seventh gears,
A guide member for guiding the movement of the intermittent gear to engage or disengage with the seventh gear in a state where the intermittent gear is meshed with the sixth gear,
And an elastic member that applies an elastic force to the intermittent gear in a direction in which the intermittent gear is separated from the seventh gear.
KR1020150083950A 2015-06-15 2015-06-15 Hybrid drive apparatus of aircraft KR101713800B1 (en)

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