WO2022177038A1

WO2022177038A1 - Hybrid engine and hybrid drone comprising same

Info

Publication number: WO2022177038A1
Application number: PCT/KR2021/002110
Authority: WO
Inventors: 정동훈
Original assignee: 정동훈
Priority date: 2021-02-17
Filing date: 2021-02-19
Publication date: 2022-08-25
Also published as: CN116848315A; KR102415351B1; KR102330687B1

Abstract

A hybrid engine and a hybrid drone comprising same are disclosed. The hybrid engine, according to the present invention, comprises: an internal combustion engine part in which a combustion chamber having an ignition plug disposed at the end portion thereof is provided, and which has a plurality of cooling fins arranged for increasing contact area with external air; a power generator connected to the internal combustion engine part to generate electric energy; and at least one cooling fan, which generates wind for cooling the ignition plug and the internal combustion engine part, wherein the cooling fans are arranged at the upstream side of the ignition plug with respect to the inflow direction of the external air, and the cooling fins are arranged in the flow direction of the external air at the downstream side of the ignition plug.

Description

Hybrid engine and hybrid drone including same

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

BACKGROUND ART In general, a multicopter known as a drone refers to an aircraft without a cockpit on which a person is boarded, and is controlled by a user by a remotor controller or a control device mounted on the multicopter.

These, multicopters are being used in various fields such as military, commercial, scientific, entertainment, agriculture, police, surveillance, product delivery, aerial photography, drone racing, disaster relief, and the like.

On the other hand, a general multicopter uses an electric battery as a power supply device.

Accordingly, the longest flight time of a multi-copter powered by an electric battery is only approximately 30 minutes, and when accessories such as lights and cameras are installed, the multi-copter's own weight reduces the flight time to less than 10 minutes. There is a problem with shortening.

In order to solve this problem, a lot of hybrid drones have been recently developed.

For example, a hybrid drone is provided with a battery for driving a propeller, an engine, and a generator. In this case, the engine of the hybrid drone may be an engine for an internal combustion engine in which a piston reciprocates.

In such a hybrid drone, an engine is driven to operate a generator, and electricity generated from the generator is stored in a battery or supplied to a motor to be stored.

As described above, the hybrid drone is a combination of a battery, a motor, and an engine for an internal combustion engine, and electric energy generated by driving the engine is supplied to the motor and the battery connected in series or in parallel.

On the other hand, the engine for the internal combustion engine used in the hybrid drone performs a piston reciprocating motion, so that the temperature is very high. In particular, the spark plug located in the head portion of the engine and the outside of the combustion chamber of the engine around the spark plug become the hottest. For this reason, in order to stably drive the hybrid drone, it is necessary to cool the spark plug and its surroundings.

In order to cool the spark plug and the periphery of the engine, in the conventional hybrid engine, the flow direction of external air introduced into the spark plug is configured to cross the engine head where the spark plug of the engine is not located or to face the engine block. In addition, 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 perpendicular to the reciprocating motion direction of the piston provided in the combustion chamber of the engine. designed to face. Accordingly, the surface temperature of the front of the engine head and the engine block of the hybrid engine, that is, the surface in direct contact with the outside air, and the opposite surface, the rear surface, were inevitably different from each other.

Specifically, when the flow direction of the external air flowing into the engine from the outside is configured to be a direction crossing the engine head or an engine block direction, the cooling effect of the spark plug and the surrounding area by the inflow air is almost nonexistent.

Accordingly, when the surface temperatures of the front and rear surfaces of the hybrid engine head and the combustion chamber are different from each other, even when the entire engine is cooled, there is a problem in that the cooling performance and effectiveness around the spark plug and the combustion chamber, which are important portions of the hybrid engine, are deteriorated. Moreover, if the spark plug and the engine combustion chamber are not properly cooled, the hybrid engine may malfunction due to overheating of the engine itself, and eventually, the durability of the hybrid drone itself is deteriorated.

In addition, the cooling fins formed in the conventional hybrid engine have an arrangement direction arranged along the longitudinal direction of the cooling fins. Accordingly, the cooling fins have an arrangement direction (horizontal direction) in a direction perpendicular to the reciprocating motion direction of the piston inside the engine.

Accordingly, the conventional hybrid engine has a problem in that it is difficult to cool the engine as a whole because the external air does not come into contact with the entire area of the engine even if it flows along the cooling fins. In addition, in the above case, there is a problem that the cooling effect and performance of the front and rear of the engine are not the same because the external air introduced into the engine is in contact with the front of the engine but hardly comes in contact with the rear of the engine. .

Accordingly, there is a need to develop a hybrid engine with improved cooling performance capable of solving the above problems and a hybrid drone including the same.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a hybrid engine having improved cooling performance of a spark plug and an internal combustion engine, and a hybrid drone including the same.

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

According to the present invention, a combustion chamber having a spark plug disposed at an end thereof is provided therein and a plurality of cooling fins for increasing the contact area to external air are disposed, and is connected to the internal combustion engine part and at least one cooling fan for generating a generator and spark plug for generating electrical energy and wind for cooling the internal combustion engine, wherein a cooling fan is disposed on an upstream side of the spark plug with respect to an inflow direction of external air, the spark plug on the downstream side of which cooling fins are disposed along the flow direction of the outside air, which can be achieved by a hybrid engine.

In addition, the above object is connected to the internal combustion engine part and the internal combustion engine part in which a combustion chamber in which a spark plug is disposed at the end is provided therein and a plurality of cooling fins for increasing the contact area to the outside air are disposed to generate electric energy at least one piston reciprocating inside the combustion chamber is disposed in the internal combustion engine unit, the arrangement direction of the plurality of cooling fins is formed parallel to the movement direction of the piston, and the external which flows into the internal combustion engine unit Air may be achieved by the hybrid engine, which is provided to flow along the same direction as the arrangement direction of the plurality of cooling fins.

On the other hand, the above object is a housing having a hollow portion, one or more arms extending radially from the housing, a propeller driving motor provided at the end of one or more arms, a propeller coupled to the rotating shaft of the motor to generate thrust, a driving force to the motor It includes a hybrid engine provided in a battery and a housing that provides an electric energy generated by driving and provided to be supplied to a motor or a battery, wherein the hybrid engine has a combustion chamber having a spark plug provided at an end thereof provided therein, and is exposed to external air. At least one internal combustion engine part in which a plurality of cooling fins are disposed to increase a contact area with respect to the engine, a generator connected to the internal combustion engine part to generate electric energy, and a spark plug and at least one to generate wind for cooling the internal combustion engine part This can be achieved by a hybrid drone that includes a cooling fan, wherein a cooling fan is disposed on the upstream side of the spark plug with respect to the inflow direction of the outside air, and cooling fins are disposed along the flow direction of the outside air on the downstream side of the spark plug. have.

In the hybrid engine of the present invention and the hybrid drone including the same, as the rotational axis of the cooling fan and the central axis of the spark plug are coaxially arranged on a virtual axis, the spark plug and the internal combustion engine unit are cooled by wind generated by the cooling fan. It has the effect of improving performance. Moreover, as the cooling performance of the spark plug and the internal combustion engine part is improved, there is an advantage in that it is possible to prevent malfunction of the hybrid drone due to overheating of the hybrid engine in advance.

In addition, as the cooling fins of the hybrid engine of the present invention are radially formed around the spark plug of the internal combustion engine part or are formed in a grid shape, the cooling performance of the internal combustion engine part through the cooling fins by the wind generated by the cooling fan is further improved can do it Furthermore, since the external air flowing into the internal combustion engine part or the wind generated by the cooling fan is provided to flow along the radial or grid-shaped cooling fins, there is an advantage in that the internal combustion engine part can be cooled more effectively.

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

FIG. 2 is a view showing a hybrid engine except for the cowl shown in FIG. 1 .

3 and 4 are views for explaining the cowl shown in FIG. 1 .

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

FIG. 6 is a view illustrating the internal combustion engine unit shown in FIG. 5 as viewed from above.

FIG. 7 is a view illustrating the internal combustion engine part shown in FIG. 5 as viewed from the bottom.

FIG. 8 is a view showing another example of the internal combustion engine unit shown in FIG. 5 .

9 is a view illustrating the internal combustion engine unit shown in FIG. 8 as viewed from above.

FIG. 10 is a view illustrating the internal combustion engine unit shown in FIG. 9 as viewed from the bottom.

11 to 13 are views for explaining the shape of the cooling fins shown in FIGS. 1 and 2 .

14 is a view for explaining driving of a hybrid engine according to a second embodiment of the present invention.

15 is a view showing a hybrid engine except for the cowl shown in FIG. 14 .

FIG. 16 is a view for explaining the cowl shown in FIG. 14 .

17 and 18 are diagrams illustrating the flow velocity of wind flowing into the hybrid engine according to the second embodiment of the present invention including radial or grid-type cooling fins through a CFD analysis test.

19 is a view showing a comparison of the temperature distribution of each of the internal combustion engine parts provided with radial and grid-type cooling fins in the conventional horizontal hybrid engine and the hybrid engine shown in FIG. 10 through a CFD analysis test.

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those of ordinary skill in the art can easily carry out the present invention. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

It is noted that the drawings are schematic and not drawn to scale. Relative dimensions and proportions of parts in the drawings are shown exaggerated or reduced in size for clarity and convenience in the drawings, and any dimensions are illustrative only and not limiting. And the same reference numerals are used to denote like features for the same structure, element, or part appearing in two or more drawings.

The embodiments of the present invention specifically represent ideal embodiments of the present invention. As a result, various modifications of the drawings are expected. Accordingly, the embodiment is not limited to a specific shape of the illustrated area, and includes, for example, a shape modification by manufacturing.

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

First, referring to FIGS. 1, 2, 14 and 15 ,

hybrid engines

100 and 200 according to embodiments of the present invention include a generator 110 and an internal combustion engine unit 120 .

These

hybrid engines

100 and 200 may be used for various purposes, such as automobiles, aircraft, two-wheeled vehicles, motorized bicycles, and unmanned aerial vehicles.

The

hybrid engines

100 and 200 according to an embodiment of the present invention may be applied to, for example, a drone that is an unmanned aerial vehicle without a cockpit in which a person rides.

For reference, in the following description, the

hybrid engines

100 and 200 according to an embodiment of the present invention are limited to those applied to the drone, but the present invention is not necessarily limited thereto.

Meanwhile, although not shown in the drawings, the

hybrid engines

100 and 200 according to embodiments of the present invention may be mounted on a hybrid drone.

Such a hybrid drone includes a housing having a hollow part, one or more arms extending radially from the housing, a propeller driving motor provided at an end of one or more arms, respectively, a propeller coupled to the rotation shaft of each motor to generate thrust, propeller driving It includes a battery for providing driving force to the motor and

hybrid engines

100 and 200 provided in the housing and provided so that electric energy generated by driving is supplied to the propeller driving motor or the battery.

Hereinafter, the

hybrid engines

100 and 200 included in the hybrid drone according to an embodiment of the present invention will be described in detail with reference to FIGS. 1 to 16 .

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

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

The hybrid engine 100 according to the first embodiment of the present invention includes one internal combustion engine unit 120 .

The internal combustion engine unit 120 has a combustion chamber disposed therein in which at least one spark plug 122 is disposed at an end thereof. In addition, the internal combustion engine unit 120 is provided with a plurality of cooling fins 127 to increase the contact area with respect to the external air flowing toward the internal combustion engine unit 120 .

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

The generator 110 is rotated by the driving force of the internal combustion engine unit 120 to generate electric energy.

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

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

At this time, when the piston 124 of the internal combustion engine part 120 reciprocates, the internal combustion engine part 120 becomes high temperature.

For example, when the high temperature state of the internal combustion engine unit 120 continues, there is a problem in that an operation abnormality of the hybrid engine 100 itself occurs due to overheating of the internal combustion engine unit 120 .

In order to solve this problem, in the hybrid engine 100 according to the first embodiment of the present invention, at least one cooling fan 130 for generating wind for cooling the spark plug 122 and the internal combustion engine unit 120 . this is provided

Here, in the hybrid engine 100 according to the first embodiment of the present invention, only one spark plug 122 may be provided in the internal combustion engine unit 120 , or more than one spark plug 122 may be provided as needed.

For example, when only one spark plug 122 is provided, the wind generated by the cooling fan 130 is directed toward the spark plug 122 so that the spark plug 122 is cooled.

On the other hand, when one or more spark plugs 122 are provided, the cooling fan 130 is rotated or moved. Accordingly, the wind generated by the cooling fan 130 may be directed toward the center of the upper end of the head of the internal combustion engine unit 120 to cool the plurality of spark plugs 122 .

For reference, in the hybrid engine 100 according to the first embodiment of the present invention, the spark plug 122 is limited to being provided in the internal combustion engine unit 120 as one, but is not necessarily limited thereto.

At least one cooling fan 130 is provided on the inlet side of the spark plug 122 through which external air flows, and generates wind to cool the spark plug 122 and the internal combustion engine unit 120 .

As shown in FIG. 1 , the wind generated by the driving of the cooling fan 130 flows into the inlet 121 of the spark plug 122 .

The inlet 121 of the spark plug 122 is provided between the cooling fan 130 and the spark plug 122 , and the point at which the wind generated from the cooling fan 130 starts to flow into the spark plug 122 . can mean

As described above, when the cooling fan 130 is driven, wind is generated by the rotation of the cooling fan 130 . At this time, no wind flow is generated in the center of the cooling fan 130 , that is, the rotation shaft F, but wind flow is generated in a blade portion of the cooling fan 130 .

In this way, the wind generated by the cooling fan 130 flows toward the spark plug 122 along the inlet 121 through the blade.

The cooling fan 130 is provided on the upstream side of the spark plug 122 along the inflow direction of the external air based on the position of the spark plug 122 . The cooling fins 127 are provided on the downstream side of the spark plug 122 along the inflow direction of the external air based on the position of the spark plug 122 .

In this case, the inflow direction of the external air flowing into the spark plug 122 may be the same as the flow direction of the wind generated by the cooling fan 130 .

Meanwhile, as shown in FIG. 1 , the rotation shaft F of the cooling fan 130 and the central shaft S of the spark plug 122 are the rotation shaft F of the cooling fan 130 and the spark plug 122 . It is provided to be arranged coaxially on a virtual axis connecting the central axis (S).

Accordingly, the wind generated by the cooling fan 130 flows toward the spark plug 122 and comes into contact with the spark plug 122 to cool the spark plug 122 . Then, it comes into contact with the cooling fins 127 of the internal combustion engine part 120 to cool the internal combustion engine part 120 . After cooling the internal combustion engine unit 120 , it has a flow direction (refer to arrow directions in FIGS. 1 and 2 ) discharged to the outside through the generator 110 .

In addition, the flow direction of the wind generated by the cooling fan 130 is provided to be positioned on the same line as the spark plug 122 and the internal combustion engine unit 120 .

Accordingly, the wind generated by the cooling fan 130 first contacts the spark plug 122 to cool the spark plug 122 , and after cooling the spark plug 122 , the internal combustion engine unit 120 is cooled. The internal combustion engine part 120 is cooled through the fins 127 .

For reference, in a state in which the cooling fan 130 is positioned on the same line as the spark plug 122 , the rotation axis F of the cooling fan 130 is not arranged on the same axis as the central axis S of the spark plug 122 . It may not be.

In this case, the spark plug 122 can be cooled only when the cooling fan 130 is disposed so that the flow direction of the wind generated by the cooling fan 130 faces the spark plug 122 .

For example, by turning the cooling fan 130 in one direction, the flow direction of the wind generated by the cooling fan 130 may be set to face the spark plug 122 . In addition, by increasing the size of the blades of the cooling fan 130 , the flow direction of the wind generated by the cooling fan 130 may be directed toward the spark plug 122 .

In addition, the flow direction of the wind generated by the cooling fan 130 is provided to have a predetermined angle with the drive shaft (G) of the generator (110).

In other words, an imaginary line connecting the upstream and downstream of the spark plug 122 and the driving shaft G of the generator 110 based on the inflow direction of the wind flowing from the cooling fan 130 toward the spark plug 122 is a predetermined It is inclined to have an angle of .

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

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

For example, an imaginary line connecting the upstream and downstream of the spark plug 122 based on the inflow direction of the wind flowing from the cooling fan 130 toward the spark plug 122 and the driving shaft G of the generator 110 is It is preferable that they are provided to be orthogonal to each other, but is not necessarily limited thereto.

Meanwhile, the internal combustion engine unit 120 arranged in the horizontal direction and the cooling fan 130 provided on the air inlet side of the internal combustion engine unit 120 are arranged in parallel in the horizontal direction, that is, in the transverse direction.

Here, as the internal combustion engine unit 120 and the cooling fan 130 are arranged in the transverse direction, the spark plug 122 is also arranged in the same transverse direction as the internal combustion engine unit 120 .

Accordingly, the wind generated by the cooling fan 130 also flows in the lateral direction to come into contact with the spark plug 122 and the cooling fin 127 of the internal combustion engine unit 120 provided on the same line.

At this time, referring to FIG. 1 , the internal combustion engine unit 120 and the cooling fan 130 arranged in parallel in the transverse direction are covered by the cowl 140 .

The cowl 140 is arranged in the same direction as the arrangement direction of the internal combustion engine unit 120 and the cooling fan 130 to surround the internal combustion engine unit 120 and the cooling fan 130 . In other words, the cowl 140 is provided in a form having a transverse length in the transverse direction to surround the internal combustion engine unit 120 and the cooling fan 130 arranged in the transverse direction.

This, the cowl 140 is formed in a form in which a portion is drawn inward.

Referring to FIG. 3 , the cowl 140 has a shape in which both ends at which the head of the internal combustion engine unit 120 on which the spark plug 122 is disposed are located are drawn inward.

As the portion in which the head portion of the internal combustion engine unit 120 of the cowl 140 is positioned is formed to be drawn inward, the cowl 140 may be formed in the shape shown in FIG. 4 .

For reference, the shape of the cowl 140 is not limited to the first embodiment because the temperature drop of the internal combustion engine unit 120 may be affected depending on the shape of the cowl 140 .

Meanwhile, as described above, in the internal combustion engine unit 120 according to embodiments of the present invention, a cooling fin ( 127) is provided.

The cooling fins 127 are provided on the downstream side of the spark plug 122 along the inflow direction of the external air based on the position of the spark plug 122 .

5 to 10 , in the hybrid engine 100 according to an embodiment of the present invention, the cooling fins 127 and 127 - 1 may be formed in various shapes. For reference, in the hybrid engine 100 of the present invention, the cooling performance of the internal combustion engine parts 120 and 120 - 1 may vary depending on the shape of the cooling fins 127 and 127 - 1 .

First, as shown in FIGS. 5 to 7 , the cooling fins 127 provided in the internal combustion engine unit 120 may be formed in a radial shape. In other words, a plurality of cooling fins 127 are provided, and the plurality of cooling fins 127 are radially formed based on the spark plug 122 disposed at the center C of the internal combustion engine unit 120 .

As described above, since the plurality of cooling fins 127 are radially formed with respect to the spark plug 122, the contact area between the wind generated by the cooling fan 130 and the cooling fins 127 is improved, and eventually the internal combustion engine unit ( 120) to improve the cooling performance.

Meanwhile, as shown in FIGS. 8 to 10 , the cooling fins 127 - 1 provided in the internal combustion engine unit 120 - 1 may be formed in a grid shape.

In other words, the cooling fins 127 - 1 are provided in plurality, and the plurality of cooling fins 127 - 1 are different from each other with respect to the spark plug 122 disposed at the center C of the internal combustion engine unit 120 . are provided to cross in the direction.

In this case, the plurality of cooling fins 127 - 1 may be provided to cross at least a portion of the plurality of cooling fins 127 - 1 while being spaced apart from each other by a predetermined distance with respect to the spark plug 122 .

Specifically, the plurality of cooling fins 127 - 1 are formed in the first direction (vertical direction in FIG. 12 ) with respect to the center C of the internal combustion engine unit 120 - 1 , that is, the center of the spark plug 122 . a plurality of first pin members 127-1a and a plurality of second pin members 127-1b formed in a second direction (horizontal direction in FIG. 10) different from the first pin member 127-1a include

In this case, the second pin member 127-1b may be provided such that at least a portion thereof crosses the first pin member 127-1a.

In addition, at least a portion of the first pin member 127-1a and the second pin member 127-1b provided to cross each other is predetermined from the spark plug 122 disposed at the center C of the internal combustion engine unit 120 . They are provided in a spaced apart state.

For example, as shown in FIGS. 8 and 9 , some of the first fin members 127a of the cooling fins 127 are spark plugs ( 122) may be provided in a spaced apart state. At this time, the other part of the first pin member 127a is provided in a connected state to extend without being spaced apart.

On the other hand, the second pin member 127-1b is provided in an extended state with respect to the spark plug 122 disposed at the center C of the internal combustion engine unit 120-1. It may be provided in a spaced apart state by

Meanwhile, referring to FIGS. 5 and 10 , an exhaust port 128 is formed on one side of the internal combustion engine parts 120 and 120 - 1 including the cooling fins 127 and 127 - 1 .

5 and 10 , the shape of the cooling fins 127 and 127 - 1 may vary depending on the location and size of the exhaust port 128 .

For example, the cooling fins 127 and 127 - 1 may be formed to cover all of the upper end of the exhaust port 128 , or may be formed to cover only a part of the exhaust port 128 . In addition, the cooling fins 127 and 127 - 1 may be formed so as not to cover the exhaust port 128 .

That is, whether the cooling fins 127 and 127 - 1 are formed to cover the exhaust port 128 or not to cover the exhaust port 128 depends on the position and shape of the exhaust port 128 and the cooling performance of the internal combustion engine parts 120 and 120 - 1 . may vary.

For reference, referring to FIGS. 5 and 10 , the bottom surfaces of the internal combustion engine units 120 and 120 - 1 may be formed flat.

This has the effect of stably fastening the internal combustion engine parts 120 and 120-1 by using the flat bottom surfaces of the internal combustion engine parts 120 and 120-1 when a plurality of internal combustion engine parts 120 and 120-1 are formed. .

Meanwhile, referring to FIGS. 11 to 13 , at least one air contact part h may be formed in the cooling fins 127 and 127 - 1 .

The air contact part h is for improving the cooling effect of the internal combustion engine parts 120 and 120-1 by the wind generated by the cooling fan 130 and flowing into the internal combustion engine parts 120 and 120-1.

At least one or more air contact portions h are preferably formed in the cooling fins 127 and 127-1. Here, as shown in FIG. 11, the air contact portions h may be formed in a circular shape. can In addition, as shown in FIGS. 12 and 13 , the air contact part h may be formed in a polygonal shape such as a triangle or a rhombus.

Moreover, when the air contact portion (h) is formed in one of a plurality of circular, triangular or polygonal cooling fins (127, 127-1), the plurality of air contact portions (h) may all be formed in the same size or have different sizes. it might be

For reference, as shown in FIGS. 11 to 13, the air contact portion (h) formed in the cooling fins 127 and 127-1 is illustrated as being formed in one of a circle, a triangle, or a rhombus, but is not necessarily limited thereto. It may be formed in a different shape depending on the In addition, the shapes and sizes of the cooling fins 127 and 127 - 1 shown in FIGS. 11 to 13 may be modified, but are not necessarily limited thereto.

In addition, the air contact portion (h) may be formed in the form of at least one of a hole (hole) or a groove (groove). At this time, as shown in FIGS. 11 to 13 , it is preferable that the air contact part (h) is formed as a hole, but is not limited thereto, and the contact area of air (or wind) with respect to the cooling fins 127 and 127 - 1 It may be formed in other shapes to improve the

In this way, when the plurality of air contact parts h are formed on the cooling fins 127 and 127-1, the weight of the cooling fins 127 and 127-1 can be reduced, and the weight of the internal combustion engine parts 120 and 120-1 is also reduced. has the effect of reducing it.

In addition, a plurality of air contact portions (h) are formed on the cooling fins (127, 127-1), and a vortex current near the cooling fins (127, 127-1) by the wind flowing from the cooling fan (130) toward the internal combustion engine part (120, 120-1). Since the vortex is generated, the cooling area of the internal combustion engine parts 120 and 120 - 1 is enlarged.

That is, the internal combustion engine parts 120 and 120-1 itself by the wind flowing into the internal combustion engine parts 120 and 120-1 from the cooling fan 130 by the plurality of air contact parts h formed on the cooling fins 127 and 127-1. It will be possible to further improve the cooling effect.

Hereinafter, the hybrid engine 200 according to the second embodiment of the present invention will be described with reference to FIGS. 14 to 16 , focusing on differences from the above-described embodiment.

The hybrid engine 200 according to the second embodiment of the present invention differs from the above-described first embodiment in that the number of the internal combustion engine unit 120 , the spark plug 122 and the cooling fan 130 is different. Since the cowl 240 is substantially the same as the first embodiment described above, except that the shape of the cowl 240 is different, the same names and reference numerals are given to the same components for the same components, and the description thereof is described above. The first embodiment will be applied mutatis mutandis.

14 and 15 , the hybrid engine 200 according to the second embodiment of the present invention may include one generator 110 , a plurality of internal combustion engine units 120 , and a plurality of cooling fans 130 . can

Here, the hybrid engine 200 according to the second embodiment of the present invention may include two internal combustion engine units 120 and two cooling fans 130 .

At this time, the two internal combustion engine parts 120 are arranged in the transverse direction, that is, in a horizontal direction, and the two internal combustion engine parts 120 are provided to be connected to one generator 110 .

For reference, the two internal combustion engine units 120 may be symmetrically arranged around the generator 110 . In addition, the two internal combustion engine units 120 are provided in a state in which their interiors communicate with each other, and the driving force generated by the two internal combustion engine units 120 is transmitted to the generator 110 . At this time, at least one spark plug 122 is provided at each end of the internal combustion engine unit 120 in which two are horizontally arranged.

A cooling fan 130 is provided at the external air inlet 121 side of the spark plug 120 disposed at each end of the two horizontally arranged internal combustion engine units 120 .

In other words, at least one cooling fan 130 is provided in the inlet 121 through which external air flows into the spark plugs 122 disposed at each end of the two horizontally arranged internal combustion engine units 120 .

As described above, as the two internal combustion engine parts 120 are provided, the spark plug 122 is provided in each of the two internal combustion engine parts 120 . In addition, one cooling fan 130 is also provided at the inlet 121 side of each spark plug 122 provided in each of the two internal combustion engine units 120 .

As shown in FIGS. 14 and 15, the wind generated by the cooling fans 130 respectively provided at positions adjacent to each end of the two horizontally arranged internal combustion engine parts 120 is generated by the two horizontally arranged internal combustion engine parts ( The spark plugs 122 are cooled by being in contact with the spark plugs 122 disposed at each end of the 120 . Then, after contacting the cooling fins 127 of each internal combustion engine unit 120 to cool the internal combustion engine unit 120 , they are all discharged to the outside through the generator 110 .

Meanwhile, in the hybrid engine 200 according to the second embodiment of the present invention, the plurality of internal combustion engine units 120 and the plurality of cooling fans 130 arranged in the horizontal direction are covered by the cowl 240 .

At this time, as shown in FIG. 16 , the cowl 240 is formed to have a long length in the lateral direction in the same manner as in the arrangement direction of the plurality of internal combustion engine units 120 and the cooling fan 130 . In other words, the cowl 240 is formed to have a long length in the transverse direction and is provided to surround the plurality of internal combustion engine units 120 and the cooling fan 130 .

At this time, like the cowl 140 according to the first embodiment of the present invention described above, the cowl 240 is formed in such a way that both ends of each end of the head portion of the internal combustion engine unit 120 are drawn inward. can be

As described above, the portion in which the head portion of the internal combustion engine unit 120 is located in the cowl 240 is formed to be drawn in, thereby increasing the flow speed of the wind generated by the cooling fan 130 . Moreover, as the wind generated by the cooling fan 130 has a high flow speed, it is possible to more effectively cool the spark plug 122 and the internal combustion engine unit 120 .

However, the shape of the cowl 240 as described above is not limited to the embodiments of the present invention.

Hereinafter, the

hybrid engines

100 and 200 from a different viewpoint from the above-described embodiments of the present invention will be described with reference to FIGS. 1 to 16 .

The

hybrid engines

100 and 200 according to embodiments of the present invention may include internal combustion engine parts 120 and 120 - 1 and a generator 110 connected to the internal combustion engine parts 120 and 120 - 1 .

The internal combustion engine parts 120 and 120 - 1 have a combustion chamber in which a spark plug 122 is disposed at an end thereof, and a plurality of cooling fins 127 and 127 - 1 are provided on the outside.

The cooling fins 127 of the internal combustion engine parts 120 and 120 - 1 are for increasing the contact area between the external air flowing into the internal combustion engine parts 120 and 120 - 1 and the internal combustion engine part 120 .

In this case, the external air flowing into the internal combustion engine parts 120 and 120 - 1 may include all of the air flowing into the internal combustion engine parts 120 and 120 - 1 from the outside.

Here, the plurality of cooling fins 127 may be radially formed based on the spark plug 122 disposed at the center C of the internal combustion engine unit 120 . In addition, the plurality of cooling fins 127 - 1 may be formed in a grid shape that crosses the spark plug 122 disposed at the center C of the internal combustion engine unit 120 - 1 in different directions.

Here, the plurality of radial or grid-shaped cooling fins 127 and 127 - 1 are formed parallel to the reciprocating direction of the piston 124 provided inside the internal combustion engine parts 120 and 120 - 1 .

In other words, the plurality of cooling fins 127 and 127-1 are spaced apart from each other at a predetermined distance along the circumference of the internal combustion engine unit 127 and 127-1, and are formed to have an arrangement direction parallel to the reciprocating motion direction of the piston 124. do.

As described in the hybrid drone 200 according to the second embodiment of the present invention, when the plurality of internal combustion engine parts 120 and 120-1 are horizontally arranged, the arrangement direction of the plurality of cooling fins 127 and 127-1 is the plurality of internal combustion engine parts. It may be seen that the engine parts 120 and 120 - 1 are formed in the same transverse direction as the arrangement direction.

In this way, the external air flowing into the internal combustion engine parts 120 and 120-1 flows in the same direction as the arrangement direction of the plurality of cooling fins 127 and 127-1 and comes into contact with the internal combustion engine parts 120 and 120-1, and the internal combustion engine part It is provided to flow along (120, 120-1).

In other words, the external air introduced toward the internal combustion engine parts 120 and 120 - 1 first comes into contact with the spark plug 122 to cool the spark plug 122 . Next, external air is introduced between the plurality of cooling fins 127 and 127-1 to cool the internal combustion engine parts 120 and 120-1, and all of them are discharged to the outside through the generator 120.

For reference, as described above, in the case of a conventional hybrid engine, the cooling fins have an arrangement direction (horizontal direction) perpendicular to the reciprocating direction of the piston of the internal combustion engine unit. In such a conventional hybrid engine, since external air does not flow through the internal combustion engine part along the cooling fins, the cooling effect and performance of the front and rear surfaces of the internal combustion engine part are changed, making it difficult to cool the internal combustion engine part as a whole.

That is, compared to a conventional hybrid engine including a horizontal cooling fin having an arrangement direction perpendicular to the piston reciprocating motion direction, the

hybrid engine

100 and 200 according to the embodiments of the present invention includes the internal combustion engine parts 120 and 120-1. Since the incoming external air is formed to flow along the plurality of cooling fins 127 and 127 - 1 , it is possible to cool the internal combustion engine parts 120 and 120 - 1 as a whole. Moreover, since the external air introduced into the internal combustion engine parts 120 and 120-1 is provided to be in uniform contact with the front and rear surfaces of the internal combustion engine parts 120 and 120-1, the internal combustion engine parts 120 and 120-1 can be effectively cooled as a whole. there will be

For reference, as described above, in the case of a conventional hybrid engine, the cooling fins have an arrangement direction (horizontal direction) in a direction perpendicular to the reciprocating direction of the piston of the internal combustion engine unit. Since the external air does not flow through the internal combustion engine part along the cooling fins in the conventional hybrid engine, the cooling effect and performance of the front and rear surfaces of the internal combustion engine part are changed, so that it is difficult to cool the internal combustion engine part as a whole.

Hereinafter, a result of performing the CFD test on the

hybrid engines

100 and 200 according to embodiments of the present invention will be briefly described with reference to FIGS. 17 to 19 .

For reference, the results of performing the CFD test limited to the hybrid engine 200 according to the second embodiment of the present invention will be described below.

17 and 18 are views showing CFD test results for the flow velocity of the wind introduced into the hybrid engine 200 .

FIG. 17 shows the flow velocity of wind flowing into the hybrid engine 200 including the internal combustion engine unit 120 provided with the radial cooling fins 127 . 18 shows the flow velocity of wind flowing into the hybrid engine 200 including the internal combustion engine unit 120-1 provided with the grid-type cooling fins 127-1.

At this time, as shown in FIGS. 17 and 18 , wind is introduced from both sides of the internal combustion engine parts 120 and 120-1 and flows to the generator 110 located in the center of the internal combustion engine parts 120 and 120-1. has a flow direction.

For reference, the velocity streamline of FIGS. 17 and 18 shows that the closer to the upper side (H1, H2) of the velocity streamline bar, the faster the flow velocity of the wind flowing into the hybrid engine 200, and the lower side of the velocity streamline bar (L1, The closer to L2), the slower the flow speed of the wind introduced into the hybrid engine 200 is.

Referring to FIG. 17 , the inlet (a, e) of each end of the plurality of internal combustion engine units 120 through which air introduced from the outside has a flow velocity of L1 to L2, and the center (b.c) of the internal combustion engine unit 120 . ) has a flow rate of about H1 to H2, and the generator 110 side has a flow rate of H2.

Referring to FIG. 18 , the inlet (a, e) of each end of the plurality of internal combustion engine parts 120-1 of the externally introduced air has a flow velocity of about L1, and the internal combustion engine part 120-1 is The center (b, c) has a flow velocity of 0 to L1, and the generator 110 side in the internal combustion engine unit 120-1 has a flow velocity of about L1.

That is, the cooling fins 127 formed radially compared to the flow rate of the wind flowing into the hybrid engine 200 including the internal combustion engine unit 120-1 provided with the cooling fins 127-1 formed in a grid shape are provided. It can be seen that the flow velocity of the wind introduced into the hybrid engine 200 including the internal combustion engine unit 120 is greatly increased.

19 is a view showing CFD test results for the temperature distribution of the internal combustion engine parts 120 and 120 - 1 of the hybrid engine 200 .

The prior art illustrated in FIG. 19 shows a temperature distribution of an internal combustion engine including horizontal cooling fins formed in a horizontal direction along an outer circumferential surface of a conventional hybrid engine.

19( a ) shows the temperature distribution of the internal combustion engine unit 120 including the radial cooling fins 127 of the hybrid engine 200 . Also, FIG. 19(b) shows the temperature distribution of the internal combustion engine unit 120-1 including the grid-type cooling fins 127-1 of the hybrid engine 200. As shown in FIG.

For reference, referring to FIG. 19 , as the temperature distribution result is closer to red, the temperature of the internal combustion engine part 120 of the hybrid engine 200 is higher, and as the temperature distribution result is closer to blue, the internal combustion engine part 120 of the hybrid engine 200 -1) means that the temperature is low.

As shown in FIG. 19 , a difference occurs in the temperature distribution in the vicinity of the spark plug 122 of the internal combustion engine parts 120 and 120 - 1 according to the prior art and embodiments of the present invention.

Specifically, as shown in the prior art of FIG. 19, the temperature near the spark plug P1 of the hybrid engine to which the conventional horizontal cooling fin is applied was found to be higher than that of the internal combustion engine part P2, and about 204 degrees was measured.

In contrast, Referring to FIG. 19A , the temperature distribution (a') near the spark plug 122 of the hybrid engine 200 including the radial cooling fins 127 is the temperature distribution (a') near the cooling fins 127 ( a''). At this time, the temperature in the vicinity of the spark plug 122 of the hybrid engine 200 including the radial cooling fins 127 was measured to be about 196.1 degrees.

On the other hand, referring to FIG. 19B , the temperature distribution b′ near the spark plug 122 of the hybrid engine 200 including the cooling fins 127 - 1 formed in a grid shape is determined by the cooling fins 127 . -1) was found to be higher than the temperature distribution (b'') in the vicinity. At this time, the temperature in the vicinity of the spark plug 122 of the hybrid engine 200 including the grid-type cooling fins 127 - 1 was measured to be about 199.6 degrees.

That is, the spark plug ( 122) was found to be low.

Therefore, compared to the conventional internal combustion engine part including the horizontal cooling fins, the internal combustion engine part 120 including the radial cooling fins 127 and the internal combustion engine part including the grid cooling fins 127-1 ( 120-1) showed a large cooling effect.

In addition, in comparison with the internal combustion engine part 120-1 including the grid-type cooling fins 127-1, the spark plug 122 in the internal combustion engine part 120 including the radial cooling fins 127 is located near the The cooling effect was found to be greater.

As in the above test result, the cooling fan 130 is located in front of the spark plug 122 and the rotation shaft F of the cooling fan 130 and the central axis S of the spark plug 122 are located on the same axis. In addition, it can be seen that the cooling performance of the

hybrid engines

100 and 200 is improved compared to the conventional hybrid engine by forming the cooling fins 127 in radial and lattice shapes based on the spark plug 122 .

In addition, as described above, as a portion of the

cowls

140 and 240 are formed to be inwardly retracted, the cooling performance of the

hybrid engines

100 and 200 can be further improved.

According to the above configuration, the

hybrid engines

100 and 200 of the present invention and the hybrid drone including the same according to the embodiments of the present invention, the rotation shaft F of the cooling fan 130 and the central shaft (F) of the spark plug 122 ( As S) is arranged coaxially on the virtual axis, there is an effect that the cooling performance of the spark plug 122 and the internal combustion engine unit 120 can be improved through the wind generated by the cooling fan 130 .

Furthermore, as the cooling performance of the spark plug 122 and the internal combustion engine unit 120 is improved, there is an advantage in that abnormal operation of the hybrid drone due to overheating of the

hybrid engines

100 and 200 can be prevented in advance.

As described above, the embodiment of the present invention has been described with specific matters such as specific components and limited embodiments and drawings, but these are only provided to help a more general understanding of the present invention, and the present invention is limited to the above embodiments Various modifications and variations are possible from these descriptions by those of ordinary skill in the art to which the present invention pertains. Accordingly, the spirit of the present invention should not be limited to the described embodiments, and not only the claims described below, but also all of the claims and all equivalents or equivalent modifications thereof will fall within the scope of the spirit of the present invention.

According to the hybrid engine and the hybrid drone including the same according to an embodiment of the present invention, the cooling performance of the spark plug and the internal combustion engine unit may be improved through the inflowing external air.

Claims

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

a generator connected to the internal combustion engine unit to generate electrical energy; and

at least one cooling fan for generating wind for cooling the spark plug and the internal combustion engine part;

A cooling fan is disposed on the upstream side of the spark plug based on the inflow direction of the outside air, and a cooling fan is disposed on the downstream side of the spark plug. along the flow direction of the outside air A hybrid engine, on which cooling fins are disposed.
According to claim 1,

The wind generated by the cooling fan comes into contact with the cooling fins of the spark plug and the internal combustion engine to cool the spark plug and the internal combustion engine, and then has a flow direction that is discharged to the outside through the generator.
3. The method of claim 2,

A hybrid engine, wherein the rotational axis of the cooling fan and the central axis of the spark plug are arranged to be coaxially arranged on an imaginary axis.
3. The method of claim 2,

A hybrid engine, wherein the flow direction of the wind generated by the cooling fan and the spark plug and the internal combustion engine are arranged to be positioned on the same line.
3. The method of claim 2,

The flow direction of the wind is formed to be inclined to have a predetermined angle with the drive shaft of the generator, the hybrid engine.
6. The method of claim 5,

The predetermined angle forms a range from 70 degrees to 110 degrees.
According to claim 1,

A hybrid engine, wherein a plurality of internal combustion engine parts are provided to be connected to the generator, and at least one spark plug is provided at each end of the plurality of internal combustion engine parts.
8. The method of claim 7,

A plurality of internal combustion engine units and a plurality of cooling fans for generating wind for cooling each spark plug provided at an end thereof,

The wind generated from each of the plurality of cooling fans is provided to be discharged to the outside through the generator after the spark plugs and the cooling fins of the internal combustion engine unit are in contact with each spark plug provided at the end of the plurality of internal combustion engine units to cool the spark plugs and the internal combustion engine unit. engine.
According to claim 1,

A plurality of cooling fins are provided to be radially formed with respect to the spark plug, the hybrid engine.
According to claim 1,

A hybrid engine, wherein the plurality of cooling fins are formed in directions crossing the spark plugs in different directions.
11. The method of claim 10,

A hybrid engine in which at least one portion of a plurality of cooling fins is provided to cross each other while being spaced apart from the spark plug by a predetermined distance.
12. The method of claim 11,

cooling fins,

a plurality of first fin members formed in a first direction;

and a plurality of second fin members formed in a second direction different from the first fin member so that at least one portion intersects;

The hybrid engine, wherein at least some of the first pin member and the second pin member are provided to be spaced apart from each other by a predetermined distance with respect to the spark plug.
The method of claim 1,

A hybrid engine, wherein the cooling fins are formed with at least one air contact.
According to claim 1,

the at least one internal combustion engine part and the cooling fan are arranged in a horizontal direction,

The cowl is arranged in the same direction as the arrangement direction of the internal combustion engine unit and the cooling fan and is provided to surround the internal combustion engine unit and the cooling fan.
an internal combustion engine part having a combustion chamber having a spark plug disposed at an end thereof and disposed therein with a plurality of cooling fins for increasing a contact area with respect to external air; and

It includes a generator connected to the internal combustion engine unit to generate electrical energy,

At least one piston reciprocating inside the combustion chamber is disposed in the internal combustion engine unit,

The arrangement direction of the plurality of cooling fins is formed parallel to the movement direction of the piston,

The external air introduced into the internal combustion engine unit is provided to flow in the same direction as the arrangement direction of the plurality of cooling fins, the hybrid engine.
a housing having a hollow part;

one or more arms extending radially from the housing;

a motor for driving a propeller provided at an end of one or more arms;

a propeller coupled to the rotation shaft of the motor to generate thrust;

a battery that provides driving power to the motor; and

It includes a hybrid engine provided in the housing and provided so that electric energy generated by driving is supplied to a motor or a battery,

hybrid engine,

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

a generator connected to the internal combustion engine unit to generate electrical energy; and

at least one cooling fan for generating wind for cooling the spark plug and the internal combustion engine part;

A hybrid drone, in which a cooling fan is disposed on an upstream side of the spark plug with respect to an inflow direction of outside air, and a cooling fin is disposed on a downstream side of the spark plug along the flow direction of outside air.