Power transmission device and aircraft engine system

Abstract

A power transmission device configured to transmit power of an engine provided in a vehicle traveling on at least one of water and in water to a propeller of the vehicle, the power transmission device including: an input shaft configured to input the power from the engine; an output shaft configured to output the power to the propeller; and a magnetic gear rotary machine magnetically coupling the input shaft and the output shaft. The magnetic gear rotary machine includes: a magnet rotor coupled to the input shaft; a pole piece rotor coupled to the output shaft; and a stator having a stator core extending in a circumferential direction at an outer side in a radial direction from the pole piece rotor and a stator coil disposed at the stator core.

Description

Technical Field

[0001] This disclosure relates to a power transmission device and a vehicle engine system for transmitting power from an engine located in a vehicle to a propeller of a ship.

[0002] This application claims priority based on Japanese Patent Application No. 2023-194171, filed with the Japan Patent Office on November 15, 2023, the contents of which are incorporated herein by reference. Background Technology

[0003] The engine system disclosed in Patent Document 1 includes a power transmission device for transmitting power from an engine installed on a ship to a propeller of the ship. The power transmission device includes a speed reduction device for reducing the rotation of the engine and outputting it to the propeller shaft.

[0004] Existing technical documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2005-195053 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] The aforementioned reduction gear has multiple meshing gears, which may worsen the engine's fuel economy and the reliability of the power transmission device.

[0008] The purpose of this invention is to provide a power transmission device and an aircraft engine system that improves reliability and fuel economy.

[0009] Methods for solving problems

[0010] The power transmission device of at least one embodiment of this disclosure is configured to transmit power from an engine of a vehicle navigating on or in at least one of water to the propeller of the vehicle. The power transmission device includes: The input shaft is configured to input the aforementioned power from the aforementioned engine; The output shaft is configured to output the aforementioned power to the propeller; and A magnetic gear rotating mechanism magnetically couples the input shaft and the output shaft. The aforementioned magnetic gear rotating machinery includes: The magnet rotor is connected to the aforementioned input shaft; The magnetic pole rotor is connected to the aforementioned output shaft; and The stator has a stator core extending circumferentially on the radially outer side of the aforementioned magnetic pole rotor and stator coils disposed on the aforementioned stator core.

[0011] The aircraft engine system of at least one embodiment of this disclosure includes: The aforementioned power transmission device; The aforementioned engine is installed in the aforementioned aircraft; The aforementioned propeller is installed on the aforementioned aircraft; The electrical system is electrically connected to the aforementioned stator coils; and A control device for controlling the aforementioned power transmission device, the aforementioned engine, and the aforementioned electrical system.

[0012] Invention Effects

[0013] According to the present invention, a power transmission device and an aircraft engine system that improve reliability and fuel economy can be provided. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of an aircraft engine system according to one embodiment.

[0015] Figure 2 This is a schematic diagram showing the internal structure of a magnetic gear rotating machine according to one embodiment.

[0016] Figure 3 This is a schematic diagram of an electrical system and control device according to one embodiment.

[0017] Figure 4 This is a schematic diagram of the clutch control section of a control device according to one embodiment.

[0018] Figure 5 This is a schematic diagram illustrating a control device for starting an engine according to one embodiment.

[0019] Figure 6 It is a schematic diagram showing the change of engine speed over time when the engine starts.

[0020] Figure 7 This is a flowchart illustrating an engine start control process according to one embodiment.

[0021] Figure 8 This is a schematic diagram illustrating a control device for achieving normal power generation according to one embodiment.

[0022] Figure 9 This is a schematic diagram showing the time-varying propeller speed during normal power generation in one embodiment.

[0023] Figure 10 This is a flowchart illustrating a typical power generation control process in one embodiment.

[0024] Figure 11 This is a schematic diagram illustrating a control device for generating renewable electricity according to one embodiment.

[0025] Figure 12 This is a schematic diagram showing the time-varying propeller speed during regenerative power generation in one embodiment.

[0026] Figure 13 This is a flowchart illustrating the regenerative power generation control process of one embodiment.

[0027] Figure 14 This is a schematic diagram illustrating a control device for realizing a parking power generation operation according to one embodiment.

[0028] Figure 15 This is a flowchart illustrating the control process for a parking-based power generation method in one embodiment.

[0029] Figure 16 This is a schematic diagram illustrating a control device for implementing the rotation control action of a propeller according to one embodiment.

[0030] Figure 17 This is a schematic diagram showing the time-varying propeller speed when propeller rotation control is executed according to one embodiment.

[0031] Figure 18 This is a flowchart illustrating a propeller rotation control process according to one embodiment. Detailed Implementation

[0032] Hereinafter, several embodiments of the present disclosure will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc., of the constituent components described as embodiments or shown in the drawings are not intended to limit the scope of the present disclosure, but are merely illustrative examples.

[0033] For example, expressions such as "in a certain direction," "along a certain direction," "parallel," "orthogonal," "center," "concentric," or "coaxial" indicate a relative or absolute configuration, which not only strictly indicate such a configuration, but also indicate a state of relative displacement by angle or distance with tolerance or to the extent that the same function can be obtained.

[0034] For example, expressions such as "same," "equal," and "homogeneous" that indicate the state of equality of things not only indicate a state of strict equality, but also indicate a state of difference where there is a tolerance or a degree of difference in the ability to obtain the same function.

[0035] For example, the description of shape, such as quadrilateral or cylindrical shape, not only refers to the shape in a strict geometric sense, but also to the shape that includes concave or convex parts or chamfered parts within the range that can achieve the same effect.

[0036] On the other hand, expressions such as “possessing,” “containing,” or “having” a constituent element are not exclusive expressions that exclude the existence of other constituent elements.

[0037] In addition, sometimes the same reference numerals are used to label the same structures and the descriptions are omitted.

[0038] <Overview of Aircraft Engine System 1>

[0039] Figure 1 This is a schematic diagram of a vehicle engine system 1 (hereinafter, sometimes simply referred to as engine system 1) according to one embodiment of the present disclosure. Engine system 1 includes an engine 3 installed in a vessel that navigates on water or a submarine that navigates on and under water. As an example, engine 3 is a four-stroke engine. Engine 3 includes: a cylinder; a cylinder head equipped with intake and exhaust valves; an injection unit that injects fuel into a combustion chamber surrounded by the cylinder and cylinder head; a piston disposed within the cylinder; a crankshaft that rotates in conjunction with the piston; and an engine shaft 3a connected to the crankshaft. Alternatively, engine 3 may also be a two-stroke engine.

[0040] A power transmission device 2 is assembled in the engine system 1, which is configured to transmit the power of the engine 3 to the propeller 4 installed in the aircraft. The power transmission device 2 includes: an input shaft 7 configured to input power from the engine shaft 3a of the engine 3; an output shaft 8 configured to output power to the propeller shaft 4a of the propeller 4; and a magnetic gear rotating mechanism 5 that magnetically couples the input shaft 7 and the output shaft 8.

[0041] The axes of the input shaft 7, the output shaft 8, and the magnetic gear rotating mechanism 5 are substantially aligned. In the following description, the axial direction of the aforementioned axes will sometimes be simply referred to as "axial direction". In addition, the circumferential and radial directions relative to the axis will sometimes be simply referred to as "radial" and "axial direction", respectively. "Inner radial direction" refers to the direction closer to the axis, and "outer radial direction" refers to the direction farther from the axis.

[0042] exist Figure 1 In this example, the axial range of the input shaft 7 is separated from the axial range of the output shaft 8. The entire axial length of the input shaft 7 is solid. Similarly, the entire axial length of the output shaft 8 is solid. However, this disclosure is not limited to this. For example, a structure in which a portion of the input shaft 7 is inserted through the inside of the cylindrical output shaft 8 (not shown) may also be used.

[0043] The magnetic gear rotary mechanism includes a magnetic rotor 10 connected to an input shaft 7. The magnetic rotor 10 has a rotor core 15 supported by the input shaft 7 and a plurality of magnets 19 supported by the rotor core 15. The rotor core 15 rotates integrally with the input shaft 7. The plurality of magnets 19 are arranged circumferentially within the rotor core 15. Additionally, each magnet 19 extends axially. Figure 1The illustrated magnet rotor 10 employs a surface permanent magnet (SPM) structure in which multiple magnets 19 are disposed on the surface of the rotor core 15, but the present invention is not limited thereto. For example, an interior permanent magnet (IPM) structure in which multiple magnets 19 are embedded in the rotor core 15 may also be used (see reference). Figure 2 ).

[0044] Figure 1 The illustrated magnetic gear rotary mechanism 5 also includes a magnetic pole rotor 30 connected to an output shaft 8. The magnetic pole rotor 30 has a plurality of magnetic poles 35 arranged circumferentially. Each magnetic pole 35 is located radially outward from the magnetic rotor 10 and extends axially. The magnetic poles 35 are implemented by a plurality of electromagnetic steel plates stacked axially, one or more pressed powder magnetic cores extending axially, or a combination thereof.

[0045] The magnetic pole rotor 30 also has a first connecting portion 31 and a second connecting portion 32. The first connecting portion 31 connects one axial end of each magnetic pole 35 to the input shaft 7 via a bearing B1. The second connecting portion 32 connects the other axial end of each magnetic pole 35 to the output shaft 8. Thus, the magnetic pole rotor 30 can rotate relative to the magnetic rotor 10 and can rotate integrally with the output shaft 8.

[0046] Reference Figure 2 The following describes the detailed structure of the magnetic pole rotor 30. The magnetic pole rotor 30 also has a plurality of non-magnetic bodies 33. Each non-magnetic body 33 extends axially, and its two ends are respectively connected to the first connecting portion 31 and the second connecting portion 32 described above. The material forming the non-magnetic body 33 is, for example, fiber-reinforced plastic (FRP). The plurality of non-magnetic bodies 33 and the plurality of magnetic pole pieces 35 are alternately arranged in the circumferential direction, and each magnetic pole piece 35 and each non-magnetic body 33 are separated from the inner air gap G1 and face the magnetic rotor 10 radially.

[0047] Furthermore, the structure of the magnetic pole rotor 30 is not limited to Figure 2For example, the magnetic pole rotor 30 may also have an inner cover and an outer cover arranged radially to sandwich magnetic pole pieces 35 and non-magnetic bodies 33. The inner and outer covers are each cylindrical in shape extending circumferentially. Additionally, at least one of the plurality of magnetic pole pieces 35 may have an axially open hole, which functions as a ventilation path for cooling air. The same hole may also be formed in at least one of the plurality of non-magnetic bodies 33. Furthermore, the plurality of non-magnetic bodies 33 may not be provided; in this case, a gap is formed between two adjacent magnetic pole pieces 35.

[0048] return Figure 1 The magnetic gear rotating mechanism 5 also includes a stator 20 positioned radially outward from the plurality of magnetic pole pieces 35. The stator 20 has a stator core 22 extending circumferentially and a plurality of stator coils 27 disposed on the stator core 22. The stator coils 27 are electrically connected to the electrical system 6, which is a component of the engine system 1. The electrical exchange between the stator coils 27 and the electrical system 6 is controlled by a control device 90 assembled in the engine system 1. In this example, the control device 90 is configured to control the power transmission device 2, the engine 3, and the electrical system 6 respectively.

[0049] Reference Figure 2 The following describes the detailed structure of the stator 20. The stator 20 also has a plurality of teeth 24 projecting radially inward from the stator core 22 and a plurality of stator magnets 29 disposed on the inner circumferential surfaces of the teeth 24. The teeth 24 are spaced apart circumferentially, with stator coils 27 disposed between adjacent teeth 24. The stator magnets 29 are arranged circumferentially. Each stator magnet 29 can be mounted to the inner circumferential surface of the teeth 24 by adhesive, or to two fingers (not shown) extending radially inward from the inner circumferential surface of the teeth 24, or in combination thereof. Regardless of the mounting method, the plurality of stator magnets 29 are radially opposed to the plurality of pole pieces 35, separated by an outer air gap G2.

[0050] exist Figure 1When the illustrated power transmission device 2 transmits power from the input shaft 7 to the output shaft 8, the magnetic gear rotating machine 5 can also function as a magnetic gear generator. Its operating principle is as follows: When power is input from the engine 3 to the input shaft 7, the magnetic rotor 10 rotates. Electricity is generated in the stator coil 27 through electromagnetic induction accompanying the rotation of the multiple magnets 19. Electricity is supplied to the electrical system 6 by controlling the control device 90. Simultaneously, due to the change in the circumferential positional relationship between the multiple magnets 19 and the multiple stator magnets 29, the magnetic field between the stator 20 and the magnetic rotor 10 changes. As a result, the multiple magnetic pole pieces 35 are subjected to a circumferential magnetic force. Therefore, the magnetic pole rotor 30 rotates, outputting power from the output shaft 8 to the propeller shaft 4a, and the vehicle propels. As described above, while the stator coil 27 generates electricity, the output shaft 8 rotates the propeller 4.

[0051] In the power transmission device 2, the magnetic gear rotary mechanism 5 can also function as a magnetic gear electric motor. In this case, the output shaft 8 can rotate even without power being input to the input shaft 7. Its operating principle is as follows: The control device 90 uses the electricity supplied from the electrical system 6 to the stator coil 27 to control the current flowing in the stator coil 27. A rotating magnetic field is generated in the stator 20, and the magnetic rotor 10 rotates together with the input shaft 7 (i.e., power can be transmitted from the input shaft 7 to the engine shaft 3a). Simultaneously, due to the change in the circumferential positional relationship between the multiple magnets 19 and the multiple stator magnets 29, the magnetic field between the stator 20 and the magnetic rotor 10 changes. As a result, the multiple magnetic pole pieces 35 are subjected to a circumferential magnetic force. Therefore, the magnetic pole rotor 30 rotates, outputting power from the output shaft 8 to the propeller shaft 4a. The aircraft travels by the rotation of the propeller 4. Furthermore, in the case of electric drive as described above, power can also be transmitted from the input shaft 7 to the propeller shaft 4a to start the engine 3.

[0052] In this example, even if the magnetic gear rotating mechanism 5 functions as either a magnetic gear generator or a magnetic gear motor, the power to rotate the propeller 4 is transmitted only from the magnetic pole rotor 30 to the output shaft 8.

[0053] According to the above structure, instead of a mechanical transmission containing multiple meshing gears, a magnetic gear rotating mechanism 5, comprising a separate magnet rotor 10 and a magnetic pole rotor 30, is disposed between the input shaft 7 and the output shaft 8. Therefore, a highly reliable power transmission device 2 can be realized that is less prone to failure even with extended flight times. Furthermore, meshing losses caused by multiple meshing gears can be reduced, thus improving the power transmission efficiency of the power transmission device 2. Therefore, the power transmission device 2 can also improve the fuel economy of the engine 3. Moreover, in this embodiment, the functions of the previously independently installed reducer, generator, and motor can be concentrated in the magnetic gear rotating mechanism 5, thus achieving space-saving in the engine system 1 and eliminating complex maintenance of the engine system 1. Furthermore, by saving space in the engine system 1, the input shaft 7 and output shaft 8 can be shortened, thus suppressing torsional vibration in the engine system 1.

[0054] Furthermore, according to the above structure, even when the magnetic gear rotating mechanism 5 functions as either a magnetic gear generator or a magnetic gear motor, the magnetic pole rotor 30 and the magnet rotor 10 do not come into contact with each other. Therefore, even if a sudden load change occurs in the propeller 4 due to foreign objects in the water colliding with it during the vehicle's operation, the magnetic gear rotating mechanism 5 can still lose synchronization. Thus, the load change will not be transmitted to the engine 3, protecting the engine 3.

[0055] <Additional Structure to Power Transmission Device 2>

[0056] Reference Figure 1 The structure that can be added to the power transmission device 2 will also be described. The power transmission device 2 can also be configured to function as a speed reducer. That is, the magnetic rotor 10 can function as a high-speed rotor, and the magnetic pole rotor 30 can function as a low-speed rotor. Therefore, when the magnetic gear rotating machine 5 functions as a magnetic gear generator, the output shaft 8 outputs a rotation that is slower than the rotation input to the input shaft 7.

[0057] The specific structure for enabling the power transmission device 2 to function as a speed reducer will be described. The number of magnetic poles 35 of the magnetic pole rotor 30 is defined as NL, and the number of pole pairs (pole pairs) in the magnet 19 of the magnet rotor 10 is defined as NH. In this case, the ratio of the rotational speed of the magnetic pole rotor 30 to the rotational speed of the magnet rotor 10 is NH / NL. Furthermore, in this example, the magnetic gear rotating machine 5 is configured such that NH / NL is less than 1. As an example, the number of pole pairs (pole pairs) in the stator magnet 29 of the stator 20 is further defined as NS, and the magnetic gear rotating machine 5 is configured such that NL = NH + NS holds. In this case, NH / NL is less than 1, and the magnet rotor 10 and the magnetic pole rotor 30 can function as a high-speed rotor and a low-speed rotor, respectively.

[0058] Based on the above structure, when the magnetic gear rotating machine 5 functions as a magnetic gear generator by power input to the input shaft 7, it can output a slower rotation from the output shaft 8 to the propeller 4 than the input shaft 7. Furthermore, when the magnetic gear rotating machine 5 functions as a magnetic gear motor by power supplied from the electrical system 6 to the stator coil 27, it can also make the rotational speed of the output shaft 8 lower than the rotational speed of the input shaft 7.

[0059] The technical advantages of the magnetic gear rotating mechanism 5 functioning as a magnetic gear generator and / or magnetic gear motor as described above will be explained. Conventional control of fuel supply in the engine 3 based on load variations in the propeller 4 is no longer essential. Therefore, fine-tuning of the fuel injection quantity corresponding to load variations is unnecessary, contributing to a reduction in fuel consumption. Furthermore, because the output shaft 8 rotates at a lower speed than the input shaft 7, the torque output from the output shaft 8 to the propeller 4 is higher. This allows the propeller 4 to be robust to load variations. On the other hand, when power is supplied to the stator coil 27, the propeller 4 can be electrically driven, thus diversifying the rotation control of the propeller 4. This diversifies the operation control of the aircraft. For example, it is possible to rotate the propeller 4 using both the power of the engine 3 and the rotational force of the electric drive, to cut off the power transmission path between the engine 3 and the input shaft 7 and rotate the propeller 4 solely by electric drive, and to switch the rotation direction of the propeller 4, etc. (details will be described later).

[0060] Reference Figure 1The additional structure of the power transmission device 2 will be further described. The power transmission device 2 may also include a first clutch 11 disposed between the input shaft 7 and the engine shaft 3a. The first clutch 11 is configured to switch between a power transmission state and a power cut-off state under the control of the control device 90. The power transmission state is the state in which the clutch transmits power, and the power cut-off state is the state in which the clutch cuts off power transmission. Examples of clutches used as the first clutch 11 include electromagnetic clutches and hydraulic clutches.

[0061] Furthermore, the power transmission device 2 may also include a second clutch 12 disposed between the output shaft 8 and the propeller shaft 4a. The second clutch 12 is the same type of clutch as the first clutch 11, configured to switch between a power transmission state and a power cut-off state under the control of the control device 90.

[0062] Additionally, the engine system 1 includes an engine tachometer 91 for measuring the rotational speed of the engine shaft 3a, i.e., the engine speed, and a propeller tachometer 92 for measuring the rotational speed of the propeller shaft 4a, i.e., the propeller speed. The measurement results of the engine tachometer 91 and the propeller tachometer 92 are respectively sent to the control device 90.

[0063] With the structure equipped with the first clutch 11, the power transmission path between the engine shaft 3a and the input shaft 7 can be cut off. In this case, the rotating propeller 4 can be stopped by generating electricity through the stator coil 27, and the propeller 4 can be electrically driven by the electricity supplied to the stator coil 27. Furthermore, when electrically driven, the rotation control of the propeller 4 can be performed more flexibly. More specifically, compared to the case where the propeller 4 is driven solely by the engine 3, it is possible to further reduce the rotational speed of the propeller 4 and to switch the rotational direction of the propeller 4 (details will be described later).

[0064] As described above, when power is supplied to the stator coil 27, the engine 3 can also be started by the electric drive of the magnet rotor 10. With the structure including the second clutch 12, the power transmission path between the output shaft 8 and the propeller 4 can be cut off. Because the power transmitted from the input shaft 7 towards the engine shaft 3a increases, the engine 3 can be started easily. Furthermore, since the engine 3 can be started by electric drive, the air line for starting the engine 3 is not required, simplifying the structure of the engine 3. Moreover, in the above structure where both the first clutch 11 and the second clutch 12 are provided, the first clutch 11 can be in a power-off state when power is generated by the stator coil 27, and the second clutch 12 can be in a power-transmitting state. At this time, the propeller 4, which rotates due to inertia, can also be stopped by the power generation of the stator coil 27.

[0065] <Overview of Electrical System 6 and Control Device 90>

[0066] like Figure 3 As illustrated, electrical system 6 includes: inverter 41, converter 42, main switchboard 43, load 44, and battery 45. Inverter 41 is electrically connected to stator coil 27, converter 42, and main switchboard 43, respectively. Converter 42 is electrically connected to battery 45, and main switchboard 43 is electrically connected to load 44. Load 44 is one or more electrical devices installed on the aircraft, configured to operate by consuming supplied power. Battery 45 is an industrial battery capable of storing supplied power, such as a lithium-ion battery, alkaline battery, nickel-metal hydride battery, or lead-acid battery. Alternatively, battery 45 may be a flywheel battery or a supercapacitor. The power stored in battery 45 can be supplied to stator coil 27 or to load 44.

[0067] At least one of the inverter 41, converter 42, or main distribution panel 43 is equipped with a switching circuit. The switching of the switching circuit controls the power transfer between the stator coil 27 and the electrical system 6. The switching of the switching circuit is performed by components of the control device 90, such as the electric drive control unit 50 and the power generation control unit 70. For example, if the electric drive control unit 50 switches the switching circuit, power is supplied from the battery 45 to the stator coil 27 via the inverter 41. At this time, the magnetic gear rotating machine 5 can function as a magnetic gear motor. On the other hand, if the power generation control unit 70 switches the switching circuit, the power generated by the stator coil 27 (power generation power) is supplied to the load 44 via the inverter 41, or to the battery 45 via the inverter 41 and converter 42. In addition, the destination of the power stored in the battery 45 is switched to either the stator coil 27 or the load 44 by switching the switching circuit.

[0068] like Figure 3 As illustrated, the control device 90 includes a clutch control unit 60 for controlling the first clutch 11 and the second clutch 12. The clutch control unit 60 is configured to send an operating command and a disengagement command to the first clutch 11 and the second clutch 12, respectively. The operating command is a command for switching the clutch from a power-off state to a power-transmission state, and the disengagement command is a command for switching the clutch from a power-transmission state to a power-off state.

[0069] Figure 4The detailed structure of the clutch control unit 60 is illustrated below. The clutch control unit 60 includes: a first operating control unit 61, a first disengagement control unit 63, a second operating control unit 62, and a second disengagement control unit 64. The first operating control unit 61 and the second operating control unit 62 are respectively configured to send operating commands to the first clutch 11 and the second clutch 12. The first disengagement control unit 63 and the second disengagement control unit 64 are respectively configured to send engagement / disengagement commands to the first clutch 11 and the second clutch 12.

[0070] Engine Start-up Control

[0071] Reference Figures 5-7 The operation of the engine system 1 when the engine 3 starts will be explained. In this embodiment, at the point when the stopped engine 3 starts, the magnetic gear rotating mechanism 5 functions as a magnetic gear electric motor. Power is transmitted from the input shaft 7, which is rotated by electric drive, to the engine shaft 3a, and the engine shaft 3a begins to rotate. As a result, the propeller 4 begins to rotate, and the aircraft can begin to sail.

[0072] Before the engine shaft 3a begins to rotate, the first clutch 11 is already in power transmission mode. On the other hand, the second clutch 12 preferably switches to power transmission mode after the engine shaft 3a begins to rotate. This is because more of the power generated by the magnetic gear rotating mechanism 5 via electric drive can be provided as starting power for the engine 3.

[0073] Figure 5 The diagram illustrates the structure of a control device 90 associated with starting such an engine. The control device 90 includes a first operating control unit 61 and a second operating control unit 62, as described previously. In this figure, the first operating control unit 61 is configured to send an operating command to the first clutch 11 before the engine shaft 3a begins to rotate, and the second operating control unit 62 is configured to send an operating command to the second clutch 12 after the engine shaft 3a begins to rotate.

[0074] Furthermore, the electric drive control unit 50 of the control device 90 includes an electric drive start unit 51 and an electric drive stop unit 52. The electric drive start unit 51 is configured to control the switching circuit of the electrical system 6 by supplying power from the electrical system 6 to the stator coil 27 when an operating command is input to the first clutch 11. In this example, power for electric drive is supplied to the stator coil 27 from the battery 45. The electric drive stop unit 52 is configured to stop the electric drive when the engine speed reaches a threshold value (…). Figure 6 At the point of Sh), the power supply from the electrical system 6 to the stator 20 is stopped.

[0075] exist Figure 6 The diagram shows the changes in engine speed, the first clutch 11, and the second clutch 12 over time. Figure 6 In this context, "transmit" indicates the "power transmission state" of the clutch, while "disengage" indicates the "power disengagement state" of the clutch.

[0076] As shown in the figure, firstly, the electric drive initiation unit 51 switches the circuit to start electric drive (at this time, the first clutch 11 is already in power transmission mode). Simultaneously, fuel is injected from the injection unit of the engine 3 into the combustion chamber. The engine shaft 3a begins to rotate. When the engine speed reaches a threshold ( Figure 6 When Sh), the engine shaft 3a can continue to rotate even without electric drive, overcoming rotational resistance. The electric drive stop section 52 switches the circuit, and the electric drive of the magnetic gear rotating mechanism 5 ends. In addition, the main rotational resistance of the engine shaft 3a is the frictional resistance in the cylinder unit composed of cylinders and pistons, and the viscous resistance of the oil in the engine 3.

[0077] After engine 3 starts, fuel injection further increases the engine speed to reach idle speed. Figure 6 (Ri). During the period when the aircraft is waiting to depart, the engine speed is maintained at Ri. Then, as the aircraft increases its speed with departure, the second clutch 12 switches to power transmission mode, and the engine shaft 3a and propeller shaft 4a increase their speeds respectively.

[0078] Figure 7 This is a flowchart illustrating the engine start control process. This control process is executed by the processor constituting the control unit 90. Hereinafter, "step" will sometimes be abbreviated as "S".

[0079] First, the processor sends a working command (S11) to the first clutch 11. The first clutch 11 switches from a power cut-off state to a power transmission state, connecting the power transmission path between the input shaft 7 and the engine shaft 3a. The processor executing S11 is an example of the first working control unit 61.

[0080] Next, the processor switches the switching circuit of the electrical system 6 by supplying power from the electrical system 6 to the stator coil 27 (S13). At this time, power is supplied from the battery 45 to the stator coil 27, and the magnetic gear rotating mechanism 5 functions as a magnetic gear motor. Power is transmitted from the input shaft 7 to the engine shaft 3a via the first clutch 11. In addition, during the execution of S13, fuel injection from the injection unit into the combustion chamber begins. With electric drive and fuel supply, the engine shaft 3a begins to rotate. The processor executing S13 is an example of the electric drive start unit 51.

[0081] Next, the processor switches the circuit to stop the power supply from the electrical system 6 to the stator 20 (S15). The processor can also determine when the engine speed reaches a threshold, as indicated by the engine tachometer 91. Figure 6 The processor uses the (Sh) as a trigger to switch the switching circuit. The processor then terminates this control process. Furthermore, fuel supply continues even after this control process ends, and the engine speed reaches idle speed ( Figure 6 (Ri). Then, when the aircraft sets sail, the second clutch 12 switches to power transmission mode. The processor that performs the process of switching the second clutch 12 to power transmission mode is an example of the second operation control unit 62.

[0082] According to the above structure, when the engine 3 starts, the engine shaft 3a can be started to rotate by supplying electricity to the stator coil 27. By starting the electrically driven engine 3, the engine intake air volume increases immediately, thus suppressing the large amount of incompletely combusted gases emitted as black smoke during engine 3 startup. Furthermore, an air circuit for starting the engine 3 is not required, simplifying the structure of the engine 3.

[0083] Furthermore, before starting the engine 3 via electric drive, the second clutch 12 remains in a power-off state, cutting off the power transmission path between the magnetic pole rotor 30 and the propeller 4. Because the power transmitted from the input shaft 7 towards the engine shaft 3a increases, the engine system 1 can supply the engine 3 with the greater power required for the engine shaft 3a to begin rotating. Thus, the engine 3 can be started easily. Moreover, after the engine shaft 3a begins to rotate, the power transmission path between the magnetic pole rotor 30 and the propeller 4 is connected, allowing the propeller 4 to gradually increase its speed.

[0084] <Typical power generation operation>

[0085] Reference Figures 8-10 This section will explain the typical power generation operation of engine system 1. The typical power generation operation is performed when the engine speed is above a specified speed. In this example, engine efficiency varies significantly depending on whether the engine speed is above the specified speed. More specifically, engine efficiency is higher when the engine speed is above the specified speed and lower when the engine speed is below the specified speed. By performing the power generation operation when the engine speed is above the specified speed, engine system 1 can simultaneously achieve efficient operation of engine 3 and power generation. Alternatively, the specified speed can also be... Figure 6 The idle speed (Ri) shown is the same value.

[0086] Furthermore, in the execution of the normal power generation operation in this embodiment, power generation conditions must be met. These conditions are met when the propeller speed is above the required speed input by the aircraft's pilot. If the power generation conditions are not met, the normal power generation operation is not performed even if the engine speed is above the specified speed; instead, electric drive is executed. For example, when the aircraft experiences high resistance due to headwinds or currents, the required speed increases as the aircraft's speed decreases. In this case, the power generation conditions are not met, and electric drive is executed. As another example, when foreign objects such as algae become entangled in the propeller 4 during the aircraft's flight, the propeller speed decreases, and the power generation conditions become insufficient. In this case, electric drive is also executed. Electric drive is executed until the propeller speed reaches or exceeds the required speed (i.e., until the power generation conditions are met).

[0087] Figure 8 This describes the structure of the control device 90 used to perform normal power generation operations. The power generation control unit 70 of the control device 90 includes a power generation start unit 71 and a power generation stop unit 72.

[0088] The power generation initiation unit 71 is configured to control the switching circuit of the electrical system 6 to begin supplying generated power from the stator coil 27 to the electrical system 6. If the power generation condition is met when the engine speed measured by the engine tachometer 91 is above a predetermined speed, this control is executed. The generated power can be supplied to the load 44 or to the battery 45. That is, the power generation control unit 70 can control the electrical system 6 either by supplying generated power to the load 44 or by supplying generated power to the battery 45. The power generation shutdown unit 72 is configured to control the switching circuit of the electrical system 6 to stop supplying generated power from the stator coil 27 when the power generation condition is no longer met.

[0089] The control device 90 also includes an electric drive speed-up control unit 57 for controlling the electrical system 6 after the power generation based on the power generation stop unit 72 has stopped. The electric drive speed-up control unit 57 is configured to control the switching circuit by supplying power from the electrical system 6 to the stator coil 27 to increase the propeller speed. The control performed by the electric drive speed-up control unit 57 is consistent with that of the electric drive control unit 50 (see reference). Figure 3 )same.

[0090] Figure 9This indicates the time-dependent change in propeller speed during normal power generation. When the propeller speed reaches the required speed (Rp), it is determined that the power generation conditions are not met, and the power generation start unit 71 begins power generation. When the propeller speed is less than the required speed (t=t1), the power generation stop unit 72 stops the power supply, and electric drive by the electric drive speed increase control unit 57 begins. The propeller 4 receives power from the engine 3 via the input shaft 7, as well as power generated by the electric drive, and rotates accordingly. That is, the propeller 4 rotates due to both the power from the engine 3 and the rotational force of the electric drive. As a result, the speed of the propeller 4 increases. Then, if the power generation condition is met again (t=t2), the control based on the electric drive speed increase control unit 57 ends, and power generation control based on the power generation start unit 71 resumes.

[0091] Figure 10 This is a flowchart illustrating the typical power generation control process. This control process is executed by the processor constituting the control unit 90 during periods when the engine speed is above a specified speed.

[0092] First, the processor determines whether the power generation conditions are met based on the measurement results of the propeller tachometer 92 (S21). During the period when the propeller speed measured by the propeller tachometer 92 is less than the required speed (S21: No), the processor remains in standby mode. When the measured propeller speed becomes higher than the required speed, the processor determines that the power generation conditions are met (S21: Yes). Then, the processor controls the switching circuit to supply generated power from the stator coil 27 to the electrical system 6 (S23). The destination of the generated power supply can be either the load 44 or the battery 45. The processor executing S23 is an example of the power generation initiation unit 71.

[0093] Next, the processor determines again whether the power generation conditions are met (S25). While the propeller speed, as measured, is above the required speed (S25: Yes), the processor goes into standby mode, and the stator coil 27 continues to generate power. When the propeller speed is below the required speed, the processor determines that the power generation conditions are no longer met (S25: No). Furthermore, the processor controls the switching circuit of the electrical system 6 to stop the supply of power from the stator coil 27 (S27). The processor executing S27 is an example of the power generation stop unit 72.

[0094] Next, the processor controls the switching circuit of the electrical system 6 to supply power to the stator coil 27 to increase the propeller speed (S29). The processor executing S29 is an example of the electric drive speed increase control unit 57. By executing S29, the propeller speed increases. Then, the processor transfers the processing to S21. In S21, if it is determined that the power generation condition has been met again (S21: Yes), the processor stops the power supply for the electric drive and restarts the power supply for power generation (S23). During the navigation of the aircraft, the control processing described above is executed.

[0095] The technical advantages of normal power generation operation will be explained. The range of engine speed includes both a range where engine efficiency is relatively high and a range where it is not. In this regard, according to the above structure, normal power generation operation begins when the engine speed reaches a predetermined speed and engine efficiency becomes relatively high. Thus, efficient operation of engine system 1 is achieved.

[0096] Furthermore, in the above embodiment, when the engine efficiency is relatively high and the propeller speed is above the required speed, the stator coil 27 starts generating electricity. Thus, with the engine 3 operating efficiently, the aircraft can travel at a specified speed and generate electricity.

[0097] Furthermore, in the above embodiment, when the propeller speed is lower than the required speed, the power generation in the stator coil 27 is stopped, and electric drive is performed. In this way, the engine speed is maintained and the propeller speed is controlled within the speed range that achieves high engine efficiency, thus enabling the engine system 1 as a whole to operate efficiently. Moreover, control for large changes in engine speed can be suppressed, thus simplifying fuel injection control of the engine 3 compared to the past. Additionally, load variations in the engine 3 can be reduced, thereby improving the reliability of the engine 3.

[0098] Furthermore, under the control of the power generation start unit 71 of the power generation control unit 70, when power is supplied from the stator coil 27 to the load 44 of the electrical system 6, the power generated by the stator coil 27 can be supplied to various devices mounted on the aircraft. This helps to improve the power supply of the aircraft.

[0099] Furthermore, under the control of the power generation start unit 71 of the power generation control unit 70, when power is supplied from the stator coil 27 to the battery 45 of the electrical system 6, the power stored in the battery 45 can be utilized at a desired time. More specifically, the power of the battery 45 can be used as power for the electric drive of the magnetic gear rotating machinery 5 and / or power for supplying to the load 44 of the aircraft.

[0100] <Regenerative Power Generation and Control>

[0101] Reference Figures 11-13 The regenerative power generation operation of engine system 1 will be explained below. This operation generates electricity during the deceleration of the aircraft, which differs from the general power generation operation described above, performed when the engine speed is above a specified speed. Furthermore, during regenerative power generation, the first clutch 11 switches to a power cut-off state, and the propeller 4 continues to rotate due to inertia. The energy used to brake the inertial rotation of the propeller 4 is recovered as electricity, thus reducing energy loss. For example, regenerative power generation is performed when the aircraft stops at its destination.

[0102] Figure 11 This describes the structure of a control device 90 used to generate regenerative electricity. The control device 90 includes an engine deceleration control unit 95 for inputting a deceleration command to the engine 3 to begin decelerating the rotating engine shaft 3a. When a deceleration command is input to the engine 3, the fuel supply to the combustion chamber of the engine 3 decreases, and the engine shaft 3a decelerates. Additionally, the control device 90 includes the previously described clutch control unit 60. Figure 11 The figure only shows the first release control unit 63 of the clutch control unit 60. The first release control unit 63 shown in the figure is configured to send a connection release command to the first clutch 11 when a deceleration command is input to the engine 3.

[0103] The control device 90 also includes a regenerative power generation control unit 75. The regenerative power generation control unit 75 is configured to control the electrical system 6 by supplying regenerated power (regenerative electricity) from the stator coil 27 when a deceleration command is input to the engine 3. More specifically, regenerative power is supplied from the stator coil 27 to the battery 45 under the control of the regenerative power generation control unit 75. The control and power generation start unit 71 of the regenerative power generation control unit 75 (see reference) Figure 8 The controls are the same, so detailed explanations are omitted here.

[0104] Furthermore, during the period from the deceleration of propeller 4 to a stop, control device 90 does not send a disengagement command to the second clutch 12, and the second clutch 12 is maintained in a power transmission state. Thus, the rotational energy of propeller 4 is recovered as electrical energy.

[0105] Figure 12 This indicates the time-varying propeller speed during regenerative power generation. When a deceleration command is input to engine 3 (t=t3), the propeller speed decreases, and regenerative power generation based on the regenerative power generation control unit 75 begins. This control continues until propeller 4 stops.

[0106] Figure 13This is a flowchart illustrating the control process for generating regenerated electricity. This control process is executed by a processor constituting the control device 90. During the execution of this control process, the second clutch 12 is maintained in the power transmission state.

[0107] First, the processor inputs a deceleration command to the engine 3 (S31). The processor executing S31 is an example of the engine deceleration control unit 95. Next, the processor sends a disengagement command to the first clutch 11 (S33). The first clutch 11 switches from a power transmission state to a power cut-off state, and the propeller 4 rotates due to inertia. The processor executing S33 is an example of the first disengagement control unit 63. Next, the processor controls the switching circuit of the electrical system 6 to supply generated electricity (regenerative power) from the stator coil 27 (S35). S35 continues to execute until the propeller speed reaches 0, and then this control process ends. The processor executing S35 is an example of the regenerative power generation control unit 75.

[0108] The technical advantages related to the regenerative power generation operation will be explained. According to the above structure, when the engine speed is reduced to bring the vehicle to a stop at its destination, the first clutch 11 is in a power-off state, cutting off the power transmission path between the engine 3 and the input shaft 7. Furthermore, it is possible to recover regenerative power from the stator coil 27 while simultaneously slowing down the rotating propeller 4. This reduces energy loss during the period from the start of deceleration to a stop, allowing the engine system 1 to operate more efficiently.

[0109] In addition, when the engine speed is reduced to stop the vehicle at its destination, the second clutch 12 is maintained in a power transmission state, so that the stator 20 can generate electricity using the rotational force of the propeller 4.

[0110] Furthermore, the regenerative power generated by the stator 20 can be used to charge the storage battery 45. Thus, the power stored in the storage battery 45 can be used at a desired time to electrically drive the magnetic gear rotating machinery 5 and / or supply power to the vehicle's load 44.

[0111] <Mooring and Power Generation Operation>

[0112] Reference Figure 14 , Figure 15The following describes the parking power generation operation of engine system 1. This operation is used to generate electricity while the aircraft is parked, and can also be performed after the regenerative power generation operation. During the parking power generation operation, power is input from engine 3 to power transmission device 2. However, at this time, the second clutch 12 remains in the power cut-off state, and no power is transmitted from output shaft 8 to propeller 4. As a result, the magnet rotor 10 and magnetic pole rotor 30 rotate due to the rotation of input shaft 7, while propeller 4 does not rotate, and the aircraft remains stationary.

[0113] Figure 14 The structure of a control device 90 for implementing stationary power generation is shown. The control device 90 includes a stop determination unit 97 for determining whether the vehicle is in a stopped state. The stop determination unit 97 is configured to obtain the measurement result of at least one of a propeller tachometer 92 and an engine tachometer 91. For example, if the propeller speed measured by the propeller tachometer 92 is less than the first propeller speed and the engine speed measured by the engine tachometer 91 is less than the first engine speed, it is determined that the engine 3 is in a stopped state. The first propeller speed and the first engine speed can be different values ​​or the same value (e.g., 0).

[0114] The control device 90 also includes a clutch switching control unit 65. The clutch switching control unit 65 is configured to send an operating command to the first clutch 11 and a disengagement command to the second clutch 12 when the stop determination unit 97 determines that the engine 3 is in a stopped state. The control of the clutch switching control unit 65 is related to the clutch control unit 60 (see reference 90). Figure 3 The controls are the same, so detailed explanations are omitted here.

[0115] The control device 90 also includes a parking power generation control unit 77. The parking power generation control unit 77 is configured to control the electrical system 6 to supply power for generation from the stator coil 27 after control is executed by the clutch switching control unit 65. More specifically, through the control of the parking power generation control unit 77, power is supplied from the stator coil 27 to the battery 45. The control of the parking power generation control unit 77 and the power generation start unit 71 (see reference) Figure 8 The controls are the same, so detailed explanations are omitted here.

[0116] Figure 15 This is a flowchart illustrating the control process for power generation during parking. This control process is executed by the processor constituting the control unit 90.

[0117] First, the processor determines whether the vehicle has become stationary (S41). More specifically, if the propeller speed measured by propeller tachometer 92 is less than the first propeller speed and the engine speed measured by engine tachometer 91 is less than the first engine speed, it is determined that engine 3 is stationary. The processor remains in standby until the vehicle becomes stationary (S41: No). For example, during the execution of regenerative power generation control processing (see...). Figure 13 During this period, the vehicle is decelerating rather than coming to a complete stop. At this time, the processor is in standby mode. When it is determined that the vehicle has come to a complete stop (S41: Yes), the processor transfers processing to S43. The processor executing S41 is an example of the stop determination unit 97.

[0118] Next, the processor executes clutch switching control (S43). More specifically, the processor sends an operating command to the first clutch 11 and a disengagement command to the second clutch 12. The processor executing S43 is an example of the clutch switching control unit 65. By executing S43, power from the engine 3 can be input to the input shaft 7, while the power transmission path between the output shaft 8 and the propeller 4 is cut off. Therefore, both the magnet rotor 10 and the pole piece rotor 30 rotate, while the propeller 4 does not rotate.

[0119] Next, the processor controls the electrical system 6 to supply power for power generation from the stator coil 27 (S45). The processor executing S45 is an example of the parking power generation control unit 77. After executing S45, this control process ends.

[0120] Additionally, during execution of S45, a command to increase the engine speed can also be input to engine 3. For example, in S41, if the engine speed being less than the first engine speed is a necessary condition for the stop condition to be met, then the engine speed is low when an affirmative judgment is made in S41. Therefore, the aforementioned command may be necessary for power generation.

[0121] In other embodiments, regardless of the propeller speed, as long as the engine speed is less than the first engine speed, the stop determination unit 97 can determine that the vehicle is in a stopped state. In this case, the stop determination unit 97 does not need to monitor the measurement results of the propeller tachometer 92.

[0122] <Rotor 4 Rotation Control Actions>

[0123] Reference Figures 16-18The rotation control operation of propeller 4 will be explained below. In this operation, propeller 4 rotates in either the first or second direction, allowing for switching of the propeller 4's rotation direction. This control is performed, for example, when the aircraft is moving forward or backward while stationary. Furthermore, in this operation, the rotational speed of propeller 4 can also be controlled by energizing stator coil 27, allowing for a wider range of values ​​(propeller speed range) where the propeller speed remains constant during aircraft operation. To achieve higher engine efficiency, engine 3 preferably operates at a relatively high speed; therefore, the rotational speed of propeller 4 driven by engine 3 can be limited to a relatively high range. Regarding this, the rotational control of the electrically driven propeller 4 does not involve the aforementioned constraints, thus allowing for a wider range of propeller speeds.

[0124] Figure 16 The structure of the control device 90 for controlling the rotation of the propeller 4 is shown. The electric drive control unit 50 of the control device 90 includes a first electric drive control unit 53 and a second electric drive control unit 54. The first electric drive control unit 53 is configured to control the electrical system 6 to supply a first power source from the electrical system 6 to the stator coil 27 for rotating the propeller 4 in a first direction. The second electric drive control unit 54 is configured to control the electrical system 6 to supply a second power source from the electrical system 6 to the stator coil 27 for rotating the propeller 4 in a second direction.

[0125] The direction in which the propeller 4 rotates, either in the first or second direction, is determined by the direction of the current in each of the multiple stator coils 27 and the sequence of power supply to the multiple stator coils 27. The control and electric drive initiation units 51 of the first electric drive control unit 53 and the second electric drive control unit 54 (see reference) Figure 5 The control is the same.

[0126] Figure 17 This indicates the time-varying propeller speed when the rotation control of propeller 4 is executed. When the first electric drive control unit 53 controls the electrical system 6, the propeller speed is positive (t4≤t≤t5), and when the second electric drive control unit 54 controls the electrical system 6, the propeller speed is negative (t6≤t≤t7).

[0127] Figure 18 This is a flowchart illustrating the rotation control process of propeller 4. This control process is executed by a processor constituting control device 90. During the execution of this control process, the first clutch 11 and the second clutch 12 are in power transmission mode, and the engine 3 is in drive mode.

[0128] First, the processor controls the stator core 22 to rotate the propeller 4 in a first direction (S51). Then, the processor controls the stator core 22 to rotate the propeller 4 in a second direction (S53). After executing S53, this control process ends. The processor executing S51 is an example of the first electric drive control unit 53, and the processor executing S53 is an example of the second electric drive control unit 54.

[0129] Based on the above structure, the aircraft can move forward and backward, allowing for more flexible operation. For example, a stationary aircraft can move forward or backward slightly at low speed. Furthermore, since a reversing device for reversing the propeller 4 is not required, the engine system 1 can be simplified.

[0130] <Other>

[0131] The aforementioned control device 90 (refer to) Figure 1 A processor is a computer that includes a processor, memory (storage medium), and external communication interfaces. The processor can be a CPU, GPU, MPU, DSP, or a combination thereof. Other implementations of the processor may also utilize integrated circuits such as PLDs, ASICs, FPGAs, or MCUs. The memory is configured to temporarily or non-temporarily store various types of data, for example, through at least one of RAM, ROM, or flash memory. The processor executes various control processes according to commands from programs loaded into the memory.

[0132] Summary

[0133] The contents described in the above-described embodiments are as follows.

[0134] 1) The power transmission device (2) of at least one embodiment of the present disclosure is configured to transmit power from the engine (3) of a vehicle navigating on at least one of the water surface to the propeller (4) of the vehicle. The power transmission device (2) includes: The input shaft (7) is configured to input the aforementioned power from the aforementioned engine; The output shaft (8) is configured to output the aforementioned power to the propeller; and The magnetic gear rotating mechanism (5) magnetically couples the input shaft and the output shaft. The aforementioned magnetic gear rotating machinery includes: The magnet rotor (10) is connected to the aforementioned input shaft; The magnetic pole rotor (30) is connected to the aforementioned output shaft; and The stator (20) has a stator core (22) extending circumferentially on the outer side of the magnetic pole rotor and a stator coil (27) disposed on the stator core.

[0135] Based on the structure described in 1) above, instead of a mechanical transmission comprising multiple meshing gears, a magnetic gear rotating mechanism comprising a separate magnet rotor and a magnetic pole piece rotor is configured between the input and output shafts. Therefore, a highly reliable power transmission device can be achieved that is less prone to failure even with extended flight times. Furthermore, meshing losses caused by the meshing of multiple gears can be reduced, thus improving the power transmission efficiency of the power transmission device. Consequently, the power transmission device can also improve the engine's fuel economy.

[0136] 2) In several embodiments, based on the power transmission device described in 1) above, The aforementioned magnetic gear rotary mechanism is configured such that, by using the power input from the engine to the input shaft, a slower rotation is output from the output shaft to the propeller than that of the input shaft, and electricity is generated through the stator coils, and / or The aforementioned magnetic gear rotating mechanism is configured such that the propeller is rotated by power supplied to the stator coil.

[0137] According to the structure described in 2) above, it is not necessary to meticulously control the fuel supply in the engine based on propeller load variations, which helps reduce fuel consumption. Furthermore, since the output shaft rotates at a lower speed than the input shaft, the torque output from the output shaft to the propeller is higher. This allows the propeller to be robust to load variations. On the other hand, when power is supplied to the stator coils, the propeller can be electrically driven, thus diversifying the propeller rotation control. Therefore, the operation control of the aircraft can be diversified. For example, it is possible to rotate the propeller using both engine power and electric drive rotational force, to cut off the power transmission path between the engine and the input shaft and rotate the propeller solely by electric drive, and to switch the propeller rotation direction.

[0138] 3) In several embodiments, based on the power transmission device described in 2) above, It also includes a first clutch (11) disposed between the input shaft and the engine shaft (3a) of the engine.

[0139] According to the structure described in 3) above, the power transmission path between the engine shaft and the input shaft can be cut off. In this case, the rotating propeller can be stopped by generating electricity from the stator coils, and the propeller can be electrically driven by the electricity supplied to the stator coils. Furthermore, during electric drive, the propeller rotation control can be performed more flexibly. More specifically, compared to the case where the propeller is driven solely by the engine, it is possible to further reduce the propeller speed and switch the propeller rotation direction.

[0140] 4) In several embodiments, based on the power transmission device described in 2) or 3) above, It also has a second clutch (12) disposed between the above-mentioned output shaft and the propeller shaft (4a) of the above-mentioned propeller.

[0141] When power is supplied to the stator coils, the engine can also be started by electric drive of the magnet rotor. According to the structure described in 4), the power transmission path between the output shaft and the propeller can be cut off. Since the power transmitted from the input shaft to the engine shaft increases, the engine can be started easily. Furthermore, because the engine can be started by electric drive, an air circuit for starting the engine is not required, simplifying the engine structure. Moreover, with the first clutch described above, the first clutch can be in a power-off state when power is generated by the stator coils, and the second clutch can be in a power-transmitting state. At this time, the propeller, which is rotating due to inertia, can also be stopped by power generation based on the stator coils.

[0142] 5) The aircraft engine system (1) according to at least one embodiment of the present invention comprises: The power transmission device (2) described in any one of 1) to 4) above; The aforementioned engine (3) is installed in the aforementioned aircraft; The aforementioned propeller (4) is installed on the aforementioned aircraft; Electrical system (6), electrically connected to the aforementioned stator coils; and A control device (90) is used to control the power transmission device, the engine and the electrical system.

[0143] Based on the structure described in 5), the same technical advantages as described in 1) can be obtained.

[0144] 6) In several embodiments, based on the aircraft engine system described in 5) above, The aforementioned power transmission device further includes a first clutch (11), which is disposed between the input shaft and the engine shaft (3a) of the engine. The aforementioned control device includes: The first operating control unit (61) is used to send an operating command to the first clutch for switching from a power cut-off state to a power transmission state when the engine is started; and The electric drive control unit (50) is used to control the electrical system when the working command is input to the first clutch, so as to supply power from the electrical system to the stator coil.

[0145] According to the structure described in 6) above, the engine shaft can be started to rotate by supplying electricity to the stator coils when the engine is started. By starting the electric-driven engine, the engine intake air volume increases immediately, thus suppressing the large amount of incompletely combusted gases emitted as black smoke during engine startup. Furthermore, an air circuit for engine startup is not required, simplifying the engine structure.

[0146] 7) In several embodiments, based on the aircraft engine system described in 6) above, The aforementioned power transmission device further includes a second clutch (12), which is disposed between the output shaft and the propeller shaft (4a) of the propeller. The control device further includes a second operation control unit (62) for sending the operation command to the second clutch after the engine shaft starts to rotate.

[0147] According to the structure described in 7) above, before the engine is started by electric drive, the second clutch remains in a power-off state, which can cut off the power transmission path between the magnetic pole rotor and the propeller. Because the power transmitted from the input shaft to the engine shaft increases, the engine can start easily. Furthermore, after the engine shaft begins to rotate, the power transmission path between the magnetic pole rotor and the propeller is connected, so the propeller can gradually increase its speed.

[0148] 8) In several embodiments, based on the aircraft engine system described in 6) or 7) above, It also includes an engine tachometer (91) for measuring the engine speed of the aforementioned engine. The aforementioned control device further includes a power generation control unit (70), which is used to control the electrical system to supply power from the stator coils when the engine speed measured by the engine tachometer is above a predetermined speed.

[0149] Typically, the range of engine speeds includes both the range where engine efficiency is relatively high and the range where it is not. Regarding this, according to the structure described in 8) above, when the engine speed reaches a specified level and engine efficiency becomes relatively high, the stator coils can supply generated electricity to the electrical system. This enables the efficient operation of the aircraft engine system.

[0150] 9) In several embodiments, based on the aircraft engine system described in 8), It also includes a propeller tachometer (92) for measuring the propeller speed. The power generation control unit includes a power generation start unit (71) which is used to start supplying the generated power from the stator coil to the electrical system when the engine speed measured by the engine tachometer is above the specified speed, and when the power generation condition is met when the propeller speed measured by the propeller tachometer is above the required speed.

[0151] According to the structure described in 9) above, when the engine efficiency is relatively high and the propeller speed is above the required speed, power generation in the stator coils begins. Thus, the aircraft can travel at a specified speed and generate electricity while the engine is operating at high efficiency.

[0152] 10) In several embodiments, based on the aircraft engine system described in 9) above, The aforementioned power generation control unit further includes a power generation stop unit (72), which is used to stop supplying power from the stator coils when the engine speed measured by the engine tachometer is above the specified speed, and when the power generation conditions are no longer met. The aforementioned control device also includes an electric drive speed increase control unit (57), which controls the aforementioned electrical system to supply power to the stator coil to increase the speed of the propeller after the power generation is stopped by the aforementioned power generation stop unit.

[0153] According to the structure described in 10), when the propeller speed is lower than the required speed, power generation in the stator coils is stopped, and electric drive is executed. As the propeller speed increases, the power generation conditions are eventually met again. In this way, the engine speed is maintained and the propeller speed is controlled within the speed range that achieves high engine efficiency, thus enabling the aircraft engine system as a whole to operate efficiently. Moreover, control for large changes in engine speed can be suppressed, thus simplifying fuel injection control of the engine compared to the past. In addition, because load variations in the engine can be reduced, engine reliability can be improved.

[0154] 11) In several embodiments, based on the aircraft engine system described in any one of 6) to 10) above, The aforementioned control device further includes: The engine deceleration control unit (95) is used to input a deceleration command to the engine to start decelerating the rotating engine shaft; The first release control unit (63) is used to send a connection release command to the first clutch for switching from the power transmission state to the power cut-off state when the deceleration command is input to the engine; and The regenerative power generation control unit (75) is used to control the electrical system to supply power from the stator coil when the deceleration command is input to the engine.

[0155] According to the structure described in 11), when the engine speed is reduced to bring the vehicle to a stop at its destination, the first clutch is in a power-disengaged state, cutting off the power transmission path between the engine and the input shaft. Furthermore, it is possible to recover generated electricity as regenerative power from the stator coils while simultaneously slowing down the rotating propeller. This reduces energy losses during the period after the vehicle begins to decelerate and comes to a stop, allowing the vehicle's engine system to operate more efficiently.

[0156] 12) In several embodiments, based on the aircraft engine system described in 11) above, The aforementioned power transmission device further includes a second clutch (12), which is disposed between the output shaft and the propeller shaft (4a) of the propeller. The control device is configured to maintain the second clutch in the power transmission state during the period when the rotating propeller stops after it begins to decelerate.

[0157] According to the structure of 12) above, when the engine speed is reduced to stop the vehicle at the destination, the second clutch is maintained in the power transmission state, so that the rotational force of the propeller can be used to generate electricity through the stator.

[0158] 13) In several embodiments, based on the aircraft engine system described in 12) above, The aforementioned electrical system includes a storage battery (45). The aforementioned regenerative power generation control unit is configured to control the aforementioned electrical system to supply the generated power from the aforementioned stator coil to the aforementioned storage battery.

[0159] According to the structure described in 13) above, the battery can be charged using the regenerated power generated by the stator. Therefore, the power stored in the battery can be used at a desired time to electrically drive the magnetic gear rotating machinery and / or supply power to the vehicle's load.

[0160] 14) In several embodiments, based on the aircraft engine system described in any one of 8) to 10) above, The aforementioned power generation control unit is configured to control the aforementioned electrical system to supply the aforementioned power generation from the aforementioned stator coil to the load (44) of the aforementioned electrical system.

[0161] According to the structure of 14) above, the generated electricity produced by the stator coil can be supplied to various devices mounted on the aircraft, which can help the aircraft's power supply.

[0162] 15) In several embodiments, based on the aircraft engine system described in any one of 8) to 10) above, The aforementioned electrical system includes a storage battery (45). The aforementioned power generation control unit is configured to control the aforementioned electrical system to supply the aforementioned generated power from the aforementioned stator coil to the aforementioned storage battery.

[0163] Based on the structure described in 15), the same technical advantages as described in 13) can be obtained.

[0164] 16) In several embodiments, based on the aircraft engine system described in any one of 6) to 15) above, It also includes at least one of a propeller tachometer (92) for measuring the propeller speed and an engine tachometer (91) for measuring the engine speed. The aforementioned control device includes: The stop determination unit (97) is used to determine whether the vehicle has become stopped based on at least one of the propeller tachometer and the engine tachometer. The clutch switching control unit (65) is configured to, when determining that the vehicle has entered the stopped state, send a disconnection command to the second clutch to switch from the power transmission state to the power cut-off state, and send the operating command to the first clutch; and The parking power generation control unit (77) is used to control the electrical system to supply power for generation from the stator coil after the clutch switching control unit performs control.

[0165] According to the structure described in 16), the aircraft engine system can generate electricity even while the aircraft is parked.

[0166] 17) In several embodiments, based on the aircraft engine system described in any one of 5) to 16) above, The aforementioned control device further includes: A first electric drive control unit (53) is used to control the electrical system to supply first power from the electrical system to the stator coils for rotating the propeller in a first direction; and The second electric drive control unit (54) is used to control the electrical system to supply the stator coil with a second power source to rotate the propeller in a second direction.

[0167] Based on the structure described in 17), the aircraft can move forward and backward, allowing for more flexible operation. For example, a stationary aircraft can move forward or backward slightly at low speed. Furthermore, since a reversing device for reversing the propeller is not required, the aircraft's engine system can be simplified.

[0168] Explanation of reference numerals in the attached figures

[0169] 1: Aircraft engine system (engine system)

[0170] 2: Power transmission device

[0171] 3: Engine

[0172] 3a: Engine shaft

[0173] 4: Propeller

[0174] 4a: Propeller shaft

[0175] 5: Magnetic gear rotating machinery

[0176] 6: Electrical System

[0177] 7: Input axis

[0178] 8: Output shaft

[0179] 10: Magnet rotor

[0180] 11: First Clutch

[0181] 12: Second Clutch

[0182] 15: Rotor core

[0183] 19: Magnet

[0184] 20: Stator

[0185] 22: Stator core

[0186] 24: Teeth

[0187] 27: Stator coil

[0188] 29: Stator magnet

[0189] 30: Magnetic pole rotor

[0190] 31: First connecting section

[0191] 32: Second connecting section

[0192] 33: Non-magnetic body

[0193] 35: Magnetic pole piece

[0194] 41: Inverter

[0195] 42: Converter

[0196] 43: Main distribution panel

[0197] 44: Load

[0198] 45: Storage battery

[0199] 50: Electric Drive Control Unit

[0200] 51: Electric drive start unit

[0201] 52: Electric drive stop unit

[0202] 53: First Electric Drive Control Unit

[0203] 54: Second Electric Drive Control Unit

[0204] 57: Electric Drive Speed ​​Control Department

[0205] 60: Clutch Control Unit

[0206] 61: First Work Control Department

[0207] 62: Second Work Control Department

[0208] 63: First Deactivation Control Unit

[0209] 64: Second De-control Unit

[0210] 65: Clutch switching control unit

[0211] 70: Power Generation Control Department

[0212] 71: Power Generation Start-up Section

[0213] 72: Power generation shutdown section

[0214] 75: Renewable Power Generation Control Department

[0215] 77: Parking and Power Generation Control Department

[0216] 90: Control device

[0217] 91: Engine tachometer

[0218] 92: Propeller Tachometer

[0219] 95: Engine Reduction Control Unit

[0220] 97: Stop Judgment Department

[0221] B1: Bearing

[0222] G1: Inner air gap

[0223] G2: Outer air gap.

Claims

1. A power transmission device configured to transmit power from an engine of a vehicle navigating on or in water to a propeller of the vehicle, the power transmission device comprising: An input shaft is configured to input the power from the engine; The output shaft is configured to output the power to the propeller; and A magnetic gear rotating mechanism magnetically couples the input shaft to the output shaft. The magnetic gear rotating mechanism includes: A magnet rotor is connected to the input shaft; A magnetic pole rotor is connected to the output shaft; and The stator has a stator core extending circumferentially outward in the radial direction from the outer side of the magnetic pole rotor and stator coils disposed in the stator core.

2. The power transmission device according to claim 1, wherein, The magnetic gear rotary mechanism is configured such that, by means of the power input from the engine to the input shaft, a slower rotation is output from the output shaft to the propeller than that of the input shaft, and electricity is generated through the stator coils, and / or The magnetic gear rotating mechanism is configured such that the propeller is rotated by electricity supplied to the stator coil.

3. The power transmission device according to claim 2, wherein, The power transmission device also includes a first clutch disposed between the input shaft and the engine shaft of the engine.

4. The power transmission device according to claim 2 or 3, wherein, The power transmission device also includes a second clutch disposed between the output shaft and the propeller shaft of the propeller.

5. A vehicle engine system, comprising: The power transmission device according to any one of claims 1 to 3; The engine is mounted on the vehicle; The propeller is mounted on the aircraft; The electrical system is electrically connected to the stator coils; and A control device for controlling the power transmission device, the engine, and the electrical system.

6. The aircraft engine system according to claim 5, wherein, The power transmission device further includes a first clutch disposed between the input shaft and the engine shaft of the engine. The control device includes: A first operational control unit is configured to send an operational command to the first clutch, during engine startup, for switching from a power cut-off state to a power transmission state; and An electric drive control unit is used to control the electrical system to supply power from the electrical system to the stator coils when the operating command is input to the first clutch.

7. The aircraft engine system according to claim 6, wherein, The power transmission device further includes a second clutch disposed between the output shaft and the propeller shaft of the propeller. The control device further includes a second operation control unit, which is used to send the operation command to the second clutch after the engine shaft begins to rotate.

8. The aircraft engine system according to claim 6, wherein, The aircraft engine system also includes an engine tachometer for measuring the engine speed. The control device further includes a power generation control unit for controlling the electrical system to be supplied with power from the stator coils when the engine speed measured by the engine tachometer is above a predetermined speed.

9. The aircraft engine system according to claim 8, wherein, The vehicle's engine system also includes a propeller tachometer for measuring the propeller's rotational speed. The power generation control unit includes a power generation initiation unit, which is used to start supplying generated power from the stator coil to the electrical system when the engine speed measured by the engine tachometer is above the specified speed, and when the power generation condition is met when the propeller speed measured by the propeller tachometer is above the required speed.

10. The aircraft engine system according to claim 9, wherein, The power generation control unit further includes a power generation stop unit, which is used to stop supplying power from the stator coils when the engine speed measured by the engine tachometer is above the predetermined speed, and the power generation conditions are no longer met. The control device further includes an electric drive speed increase control unit for controlling the electrical system to supply power to the stator coils to increase the propeller speed after the power generation is stopped by the power generation stop unit.

11. The aircraft engine system according to claim 6, wherein, The control device further includes: An engine deceleration control unit is used to input a deceleration command to the engine to cause the rotating engine shaft to decelerate. The first release control unit is configured to send a connection release command to the first clutch for switching from the power transmission state to the power cut-off state when the deceleration command is input to the engine; and A regenerative power generation control unit is used to control the electrical system to supply generated electricity from the stator coils when the deceleration command is input to the engine.

12. The aircraft engine system according to claim 11, wherein, The power transmission device further includes a second clutch disposed between the output shaft and the propeller shaft of the propeller. The control device is configured to maintain the second clutch in the power transmission state during the period when the rotating propeller begins to decelerate and then stops.

13. The aircraft engine system according to claim 12, wherein, The electrical system includes a battery. The regenerative power generation control unit is configured to control the electrical system to supply the generated power from the stator coil to the battery.

14. The aircraft engine system according to claim 8, wherein, The power generation control unit is configured to control the electrical system to supply the generated power from the stator coil to the load of the electrical system.

15. The aircraft engine system according to claim 8, wherein, The electrical system includes a battery. The power generation control unit is configured to control the electrical system to supply the generated power from the stator coil to the battery.

16. The aircraft engine system according to claim 6, wherein, The aircraft engine system also includes at least one of a propeller tachometer for measuring the propeller speed and an engine tachometer for measuring the engine speed. The control device includes: A stop determination unit is used to determine whether the vehicle has become stopped based on at least one of the propeller tachometer and the engine tachometer; The clutch switching control unit is configured to, when it is determined that the vehicle has entered the stopped state, send a disconnection command to the second clutch for switching from the power transmission state to the power cut-off state, and send the operating command to the first clutch. and A parking power generation control unit is used to control the electrical system to supply power from the stator coils after the clutch switching control unit performs the control.

17. The aircraft engine system according to claim 5, wherein, The control device further includes: A first electric drive control unit is configured to control the electrical system to supply a first power from the electrical system to the stator coil for rotating the propeller in a first direction; and The second electric drive control unit is used to control the electrical system to supply a second power from the electrical system to the stator coil for rotating the propeller in a second direction.

Images