Power transmission device and vehicle engine system

Abstract

To provide a power transmission device with improved reliability as well as improved engine fuel consumption, and a vehicle engine system.SOLUTION: A power transmission device composed to transmit power of an engine installed on a vehicle travelling at least on water or underwater to a propeller of the vehicle includes: an input shaft composed to input power from the engine; an output shaft composed to output power to the propeller; and a magnetic gear rotary mechanism magnetically coupling the input shaft and the output shaft. The magnetic gear rotary machine includes: a magnetic rotor coupled to the input shaft; a magnetic pole piece rotor coupled to the output shaft; a stator core extending in the peripheral direction outside in the radial direction of the magnet pole piece rotor; and a stator having a stator coil installed in the stator core.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a power transmission device for transmitting the power of an engine installed in a vehicle traveling on water or in water to a propeller of the vehicle, and a vehicle engine system.

Background Art

[0002] The engine system disclosed in Patent Document 1 includes a power transmission device for transmitting the power of an engine installed in 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 a propeller shaft.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Since the above-described speed reduction device includes a plurality of gears that mesh with each other, there is a risk that both the fuel consumption of the engine and the reliability of the power transmission device are inferior.

[0005] An object of the present disclosure is to provide a power transmission device that improves reliability and fuel consumption of an engine, and a vehicle engine system.

Means for Solving the Problems

[0006] The power transmission device according to at least one embodiment of the present disclosure is a power transmission device configured to transmit the power of an engine installed in a vehicle traveling on at least one of water or in water to a propeller of the vehicle, an input shaft configured to receive the power from the engine, An output shaft configured to output the power to the propeller, A magnetic gear rotating machine that magnetically couples the input shaft and the output shaft, and includes, The magnetic gear rotating machine includes A magnet rotor connected to the input shaft, A pole piece rotor connected to the output shaft, A stator having a stator core extending in the circumferential direction outside the pole piece rotor in the radial direction and a stator coil disposed in the stator core, and includes.

[0007] A vehicle engine system according to at least one embodiment of the present disclosure includes The above power transmission device, The engine installed in the vehicle, The propeller installed in the vehicle, An electrical system electrically connected to the stator coil, A control device for controlling the power transmission device, the engine, and the electrical system, and includes.

Advantages of the Invention

[0008] According to the present disclosure, it is possible to provide a power transmission device that improves reliability and fuel efficiency of the engine, and a vehicle engine system.

Brief Description of the Drawings

[0009]

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Mode for Carrying Out the Invention

[0010] Hereinafter, some embodiments of the present disclosure will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of the 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. For example, expressions representing relative or absolute arrangements such as "in a certain direction", "along a certain direction", "parallel", "orthogonal", "center", "concentric", or "coaxial" not only strictly represent such arrangements, but also represent states in which there are tolerances or relative displacements with angles or distances that can achieve the same function. For example, expressions representing that things such as "identical", "equal", and "homogeneous" are in an equal state not only strictly represent an equal state, but also represent states in which there are tolerances or differences that can achieve the same function. For example, expressions representing shapes such as a rectangular shape or a cylindrical shape not only represent shapes such as a rectangular shape or a cylindrical shape in a geometrically strict sense, but also represent shapes including uneven portions, chamfered portions, etc. within a range where the same effect can be obtained. On the other hand, the expressions "comprising", "including", or "having" for one component are not exclusive expressions that exclude the existence of other components. Note that the same reference numerals may be given to the same configurations and the description may be omitted.

[0011] <Overview of the vehicle engine system 1> FIG. 1 is a schematic diagram of a vehicle engine system 1 (hereinafter, may be simply referred to as the engine system 1) according to an embodiment of the present disclosure. The engine system 1 includes an engine 3 installed in a vehicle that travels on water, such as a ship, or a submarine that travels on water and underwater. The engine 3 is, as an example, a four-stroke engine. The engine 3 includes a cylinder, a cylinder head provided with intake and exhaust valves, an injection unit that injects fuel into a combustion chamber surrounded by the cylinder and the cylinder head, a piston disposed in the cylinder, a crankshaft that rotates in conjunction with the piston, and an engine shaft 3a connected to the crankshaft. Note that the engine 3 may be a two-stroke engine.

[0012] The engine system 1 incorporates a power transmission device 2 configured to transmit the power of the engine 3 to a propeller 4 installed on the vehicle. The power transmission device 2 includes an input shaft 7 configured to receive power from an engine shaft 3a of the engine 3, an output shaft 8 configured to output power to a propeller shaft 4a of the propeller 4, and a magnetic gear rotating machine 5 that magnetically couples the input shaft 7 and the output shaft 8.

[0013] The axes of the input shaft 7, the output shaft 8, and the magnetic gear rotating machine 5 substantially coincide with each other. In the following description, the axial direction of the above axis may be simply referred to as the "axial direction". Also, the circumferential direction and the radial direction with respect to the axis may be simply referred to as the "radial direction" and the "axial direction", respectively. "Inside in the radial direction" is the direction side approaching the axis, and "outside in the radial direction" is the direction side away from the axis.

[0014] In the example of FIG. 1, the axial direction ranges in which the input shaft 7 is arranged and the output shaft 8 is arranged are separated from each other. The input shaft 7 is solid throughout the entire axial length of the input shaft 7. Similarly, the output shaft 8 is solid throughout the entire axial length of the output shaft 8. However, the present disclosure is not limited to this. For example, a configuration may be adopted in which a part of the input shaft 7 is inserted inside the output shaft 8 formed in a cylindrical shape (not shown).

[0015] The magnetic gear rotating machine 5 includes a magnet rotor 10 connected to the input shaft 7. The magnet 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 is configured to rotate integrally with the input shaft 7. The plurality of magnets 19 are arranged in the circumferential direction in the rotor core 15. Also, each magnet 19 extends in the axial direction. In the magnet rotor 10 illustrated in FIG. 1, a surface magnet type (SPM; Surface Permanent Magnet) configuration in which a plurality of magnets 19 are provided on the surface of the rotor core 15 is adopted, but the present disclosure is not limited thereto. For example, an interior permanent magnet type (IPM; Interior Permanent Magnet) configuration in which a plurality of magnets 19 are embedded in the rotor core 15 may be adopted (see FIG. 2).

[0016] The magnetic gear rotating machine 5 illustrated in FIG. 1 further includes a pole piece rotor 30 connected to the output shaft 8. The pole piece rotor 30 has a plurality of pole pieces 35 arranged in the circumferential direction. Each pole piece 35 is located radially outside the magnet rotor 10 and extends in the axial direction. The pole piece 35 is realized by a plurality of electromagnetic steel sheets laminated in the axial direction, one or more powder cores extending in the axial direction, or a combination thereof.

[0017] The pole piece rotor 30 further has a first connecting portion 31 and a second connecting portion 32. The first connecting portion 31 connects one end portion in the axial direction of each pole piece 35 and the input shaft 7 via a bearing B1. The second connecting portion 32 connects the other end portion in the axial direction of each pole piece 35 and the output shaft 8. Thereby, the pole piece rotor 30 can rotate relative to the magnet rotor 10 and can rotate integrally with the output shaft 8.

[0018] Referring to FIG. 2, the details of the configuration of the pole piece rotor 30 are illustrated. The pole piece rotor 30 further has a plurality of non-magnetic bodies 33. Each non-magnetic body 33 extends in the axial direction, and both ends thereof are respectively connected to the above-described first connecting portion 31 and the second connecting portion 32. The material forming the non-magnetic body 33 is, for example, fiber reinforced plastic (FRP; Fiber Reinforced Plastics). The plurality of non-magnetic bodies 33 and the plurality of pole pieces 35 are alternately arranged in the circumferential direction, and each pole piece 35 and each non-magnetic body 33 face the magnet rotor 10 in the radial direction with an inner air gap G1 therebetween.

[0019] Note that the configuration of the pole piece rotor 30 is not limited to the example of FIG. 2. The pole piece rotor 30 may further have an inner cover and an outer cover arranged so as to sandwich the pole piece 35 and the non-magnetic body 33 in the radial direction. Each of the inner cover and the outer cover is cylindrical and extends in the circumferential direction. Further, at least one of the plurality of pole pieces 35 may have a hole opened in the axial direction, and the hole functions as a ventilation path through which cooling air can pass. Similar holes may be similarly 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, and in this case, a gap is formed between two adjacent pole pieces 35.

[0020] Returning to FIG. 1, the magnetic gear rotating machine 5 further includes a stator 20 arranged radially outside the plurality of pole pieces 35. The stator 20 has a stator core 22 extending in the circumferential direction and a plurality of stator coils 27 arranged in the stator core 22. The stator coil 27 is electrically connected to an electrical system 6 which is a component of the engine system 1. The transfer of power between the stator coil 27 and the electrical system 6 is controlled by a control device 90 incorporated in the engine system 1. The control device 90 in this example is configured to control each of the power transmission device 2, the engine 3, and the electrical system 6.

[0021] Referring to FIG. 2, the configuration details of the stator 20 are illustrated. The stator 20 further includes a plurality of teeth 24 protruding radially inward from the stator core 22, and a plurality of stator magnets 29 disposed on the inner peripheral surface of the plurality of teeth 24. The plurality of teeth 24 are circumferentially spaced apart, and a stator coil 27 is disposed between two adjacent teeth 24. The plurality of stator magnets 29 are circumferentially arranged. Each stator magnet 29 may be attached to the inner peripheral surface of the tooth 24 via an adhesive, may be attached to two fingers (not shown) extending radially inward from the inner peripheral surface of the tooth 24, or may be attached by a combination thereof. Regardless of the attachment method adopted, each of the plurality of stator magnets 29 is radially opposed to the plurality of pole pieces 35 with an outer air gap G2 therebetween.

[0022] When the power transmission device 2 illustrated in FIG. 1 transmits power from the input shaft 7 to the output shaft 8, the magnetic gear rotating machine 5 may 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 magnet rotor 10 rotates. Due to electromagnetic induction caused by the rotation of the plurality of magnets 19, electric power is generated in the stator coil 27. By the control device 90 controlling the electrical system 6, the electric power is supplied to the electrical system 6. At the same time, due to the change in the circumferential positional relationship between the plurality of magnets 19 and the plurality of stator magnets 29, the magnetic field between the stator 20 and the magnet rotor 10 changes. As a result, the plurality of pole pieces 35 receive a magnetic force directed in the circumferential direction. Thereby, the pole piece rotor 30 rotates, and power is output from the output shaft 8 to the propeller shaft 4a, and the vehicle travels. As described above, while the stator coil 27 generates electric power, the output shaft 8 rotates the propeller 4.

[0023] The power transmission device 2, and the magnetic gear rotating machine 5 may function as a magnetic gear motor. In this case, the output shaft 8 can rotate even if power is not input to the input shaft 7. The operating principle is as follows. The control device 90 controls the current flowing through the stator coil 27 by using the electric power supplied from the electric system 6 to the stator coil 27. In the stator 20, a rotating magnetic field is generated, and the magnet rotor 10 rotates together with the input shaft 7 (that is, it becomes possible to transmit power from the input shaft 7 to the engine shaft 3a). At the same time, due to the change in the circumferential positional relationship between the plurality of magnets 19 and the plurality of stator magnets 29, the magnetic field between the stator 20 and the magnet rotor 10 changes. As a result, the plurality of magnetic pole pieces 35 receive a magnetic force directed in the circumferential direction. Thereby, the magnetic pole piece rotor 30 rotates, and power is output from the output shaft 8 to the propeller shaft 4a. Due to the rotation of the propeller 4, the vehicle travels. When the above-described motoring is executed, it also becomes possible to transmit power from the input shaft 7 to the propeller shaft 4a to start the engine 3.

[0024] In this example, regardless of whether the magnetic gear rotating machine 5 functions as a magnetic gear generator or a magnetic gear motor, the power for rotating the propeller 4 is transmitted from only the magnetic pole piece rotor 30 to the output shaft 8.

[0025] According to the above configuration, instead of a mechanical transmission including a plurality of meshing gears, a magnetic gear rotating machine 5 including a magnet rotor 10 and a pole piece rotor 30 separated from each other is disposed between an input shaft 7 and an output shaft 8. For this reason, a highly reliable power transmission device 2 that is less likely to fail even when the running time of the vehicle body is long is realized. Further, since the meshing loss caused by the meshing of a plurality of gears can be reduced, the power transmission efficiency of the power transmission device 2 is improved. Therefore, the power transmission device 2 can also improve the fuel efficiency of the engine 3. Furthermore, in the present embodiment, since the functions of a speed reducer, a generator, and a motor, which have conventionally been provided separately from each other, can be integrated into the magnetic gear rotating machine 5, the engine system 1 can be made more space-saving and the complicated maintenance of the engine system 1 can be eliminated. Further, since the input shaft 7 and the output shaft 8 can be shortened by making the engine system 1 more space-saving, the engine system 1 can also suppress torsional vibration. Also, according to the above configuration, in the case where the magnetic gear rotating machine 5 functions as either a magnetic gear generator or a magnetic gear motor, since the pole piece rotor 30 and the magnet rotor 10 are non-contact with each other, even if a foreign object in the water hits the propeller 4 during the running of the vehicle body and a rapid load fluctuation occurs in the propeller 4, the magnetic gear rotating machine 5 can be demodulated. Therefore, the load fluctuation is not transmitted to the engine 3, and the engine 3 can be protected.

[0026] <Additional Configuration of Power Transmission Device 2> Referring to FIG. 1, a configuration that the power transmission device 2 may additionally include will be described. The power transmission device 2 may be configured to function as a speed reducer. That is, the magnet rotor 10 may function as a high-speed rotor, and the pole piece rotor 30 may function as a low-speed rotor. Therefore, when the magnetic gear rotating machine 5 functions as a magnetic gear generator, a rotation slower than the rotation input to the input shaft 7 is output from the output shaft 8.

[0027] A specific configuration for the power transmission device 2 to function as a speed reducer will be described. Define the number of magnetic poles NL of the magnetic pole pieces 35 of the magnetic pole piece rotor 30 and the number of pairs of magnetic poles (number of pole pairs) NH in the magnets 19 of the magnet rotor 10. In this case, the ratio of the rotational speed of the magnetic pole piece rotor 30 to the rotational speed of the magnet rotor 10 is NH / NL. And in this example, the magnetic gear rotating machine 5 is configured such that NH / NL is less than 1. For example, further define the number of pairs of magnetic poles (number of pole pairs) NS in the stator magnets 29 of the stator 20, and configure the magnetic gear rotating machine 5 such that NL = NH + NS holds. In this case, NH / NL is less than 1, and the magnet rotor 10 and the magnetic pole piece rotor 30 can each function as a high-speed rotor and a low-speed rotor, respectively.

[0028] With the above configuration, when the magnetic gear rotating machine 5 functions as a magnetic gear generator by the power input to the input shaft 7, it can output a rotation slower than the input shaft 7 from the output shaft 8 to the propeller 4. Note that even when the magnetic gear rotating machine 5 functions as a magnetic gear motor by the power supplied from the electrical system 6 to the stator coil 27, the rotational speed of the output shaft 8 can be made lower than the rotational speed of the input shaft 7.

[0029] The technical advantages of the magnetic gear rotating machine 5 functioning as the magnetic gear generator and / or the magnetic gear motor as described above will be explained. Controls that have conventionally been carried out in response to load fluctuations of the propeller 4, such as control of fuel supply in the engine 3, are no longer essential controls. As a result, fine control of the fuel injection amount in response to load fluctuations becomes unnecessary, contributing to a reduction in the fuel consumption rate. Also, since the rotational speed of the output shaft 8 is lower than the rotational speed of the input shaft 7, the torque output from the output shaft 8 to the propeller 4 is high. Thereby, the propeller 4 can be made robust against load fluctuations. On the other hand, when power is supplied to the stator coil 27, the propeller 4 can be motored, so that the rotational control of the propeller 4 can be diversified. Therefore, the operation control of the vehicle can be diversified. For example, it becomes possible to rotate the propeller 4 with both the power of the engine 3 and the rotational force of motoring, to cut off the power transmission path between the engine 3 and the input shaft 7 and rotate the propeller 4 only by motoring, and to switch the rotational direction of the propeller 4 (details will be described later).

[0030] With reference to FIG. 1, the description of the additional configuration of the power transmission device 2 will be continued. The power transmission device 2 may further 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 a state in which the clutch transmits power, and the power cut-off state is a state in which the clutch cuts off the transmission of power. Examples of the clutch adopted as the first clutch 11 include an electromagnetic clutch or a hydraulic clutch.

[0031] Furthermore, the power transmission device 2 may 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 and is configured to switch between a power transmission state and a power cut-off state under the control of the control device 90.

[0032] In addition, the engine system 1 includes an engine tachometer 91 for measuring the engine speed, which is the rotational speed of the engine shaft 3a, and a propeller tachometer 92 for measuring the propeller speed, which is the rotational speed of the propeller shaft 4a. The measurement results of each of the engine tachometer 91 and the propeller tachometer 92 are sent to the control device 90.

[0033] According to the configuration in which the first clutch 11 is provided, the power transmission path between the engine shaft 3a and the input shaft 7 can be blocked. In this case, it becomes possible to stop the rotating propeller 4 through the power generation by the stator coil 27, and to motor the propeller 4 with the power supplied to the stator coil 27. And during motoring, it becomes possible to perform the rotation control of the propeller 4 more flexibly. More specifically, it becomes possible to perform control to make the rotational speed of the propeller 4 lower than when driving the propeller 4 only with the engine 3, and control to switch the rotational direction of the propeller 4 (details will be described later).

[0034] As described above, when power is supplied to the stator coil 27, the engine 3 can also be started through the motoring of the magnet rotor 10. According to the configuration in which the second clutch 12 is provided, at this time, the power transmission path between the output shaft 8 and the propeller 4 can be blocked. Since the power transmitted from the input shaft 7 toward the engine shaft 3a increases, the engine 3 can be easily started. Also, since the engine 3 can be started through motoring, the air line for starting the engine 3 can be made unnecessary, and the configuration of the engine 3 can be simplified. Furthermore, in the above configuration in which both the first clutch 11 and the second clutch 12 are provided, it is also possible to put the first clutch 11 in the power-off state and the second clutch 12 in the power transmission state during the power generation by the stator coil 27. At this time, it also becomes possible to stop the propeller 4 rotating by inertia through the power generation by the stator coil 27.

[0035] <Overview of the electrical system 6 and the control device 90> As illustrated in FIG. 3, the electrical system 6 includes an inverter 41, a converter 42, a main switchboard 43, a load 44, and a battery 45. The inverter 41 is electrically connected to each of the stator coil 27, the converter 42, and the main switchboard 43. Also, the converter 42 is electrically connected to the battery 45, and the main switchboard 43 is electrically connected to the load 44. The load 44 is one or more electrical devices installed in the vehicle body and is configured to operate by consuming the supplied power. The battery 45 is an industrial storage battery capable of storing the supplied power, and examples thereof include a lithium-ion battery, an alkaline storage battery, a nickel-metal hydride battery, or a lead storage battery. Alternatively, the battery 45 may be a flywheel battery or a supercapacitor. The power stored in the battery 45 may be supplied to the stator coil 27 or the load 44.

[0036] At least one of the inverter 41, the converter 42, or the main switchboard 43 is equipped with a switching circuit. By switching the switching circuit, the power transfer between the stator coil 27 and the electrical system 6 is controlled. The switching of the switching circuit is executed by components of a control device 90 such as a motoring control unit 50 and a power generation control unit 70. For example, if the motoring 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 power) generated by the stator coil 27 is supplied to the load 44 via the inverter 41 or is supplied to the battery 45 via the inverter 41 and the converter 42. Also, the supply destination of the power stored in the battery 45 can be switched between the stator coil 27 or the load 44 by switching the switching circuit.

[0037] As illustrated in FIG. 3, 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 operation command and a disconnection command to each of the first clutch 11 and the second clutch 12. The operation command is a command for switching the clutch from the power-off state to the power-transmission state, and the disconnection command is a command for switching the clutch from the power-transmission state to the power-off state.

[0038] FIG. 4 illustrates the detailed configuration of the clutch control unit 60. The clutch control unit 60 includes a first operation control unit 61, a first disconnection control unit 63, a second operation control unit 62, and a second disconnection control unit 64. The first operation control unit 61 and the second operation control unit 62 are each configured to send an operation command to the first clutch 11 and the second clutch 12, respectively. The first disconnection control unit 63 and the second disconnection control unit 64 are each configured to send a disconnection command to the first clutch 11 and the second clutch 12, respectively.

[0039] <Engine start control> With reference to FIGS. 5 to 7, the operation of the engine system 1 when the engine 3 starts will be described. In the present embodiment, at the timing when the stopped engine 3 starts, the magnetic gear rotating machine 5 functions as a magnetic gear motor. Power is transmitted from the input shaft 7 rotated by the motor ring to the engine shaft 3a, and the engine shaft 3a starts to rotate. As a result, the propeller 4 starts to rotate, and the vehicle can start to travel.

[0040] Before the engine shaft 3a starts to rotate, the first clutch 11 is already in the power-transmission state. On the other hand, it is preferable that the second clutch 12 is switched to the power-transmission state after the engine shaft 3a starts to rotate. This is because more of the power generated by the magnetic gear rotating machine 5 through the motor ring can be used as the starting power for the engine 3.

[0041] FIG. 5 shows the configuration of the control device 90 involved in such engine starting. The control device 90 includes the aforementioned first operation control unit 61 and second operation control unit 62. In the figure, the first operation control unit 61 is configured to send an operation command to the first clutch 11 before the engine shaft 3a starts to rotate, and the second operation control unit 62 is configured to send an operation command to the second clutch 12 after the engine shaft 3a starts to rotate.

[0042] Furthermore, the motor ring control unit 50 of the control device 90 includes a motor ring start unit 51 and a motor ring stop unit 52. The motor ring start unit 51 is configured to control the switching circuit of the electrical system 6 so that power is supplied from the electrical system 6 to the stator coil 27 when an operation command is input to the first clutch 11. In this example, power for motor ring is supplied from the battery 45 to the stator coil 27. The motor ring stop unit 52 is configured to stop the power supply from the electrical system 6 to the stator 20 at the timing when the engine speed reaches the threshold value (Sh in FIG. 6).

[0043] FIG. 6 shows the temporal changes in the engine speed, the first clutch 11, and the second clutch 12. In FIG. 6, "transmission" indicates the "power transmission state" of the clutch, and "cut-off" indicates the "power cut-off state" of the clutch.

[0044] As shown in the figure, first, the motoring start section 51 switches the switching circuit to start motoring (at this time, the first clutch 11 is already in the power transmission state). At the same time, fuel is injected from the injection unit of the engine 3 into the combustion chamber. The engine shaft 3a starts to rotate. When the engine speed reaches the threshold value (Sh in FIG. 6), the engine shaft 3a can continue to rotate against the rotational resistance without motoring. The motoring stop section 52 switches the switching circuit, and the motoring of the magnetic gear rotating machine 5 ends. Note that the main rotational resistance of the engine shaft 3a is the frictional resistance in the cylinder unit composed of the cylinder and piston, etc., and the viscous resistance of the oil in the engine 3, etc.

[0045] After the engine 3 starts, the engine speed further increases by fuel injection and reaches the idle speed (Ri in FIG. 6). While the vehicle waits for departure, the engine speed is maintained at Ri. Then, when the vehicle increases its speed with departure, the second clutch 12 switches to the power transmission state, and the engine shaft 3a and the propeller shaft 4a increase their speeds respectively.

[0046] FIG. 7 is a flowchart showing the engine start control process. The control process is executed by the processor constituting the control device 90. Hereinafter, "step" may be abbreviated as "S".

[0047] First, the processor sends an operation command to the first clutch 11 (S11). The first clutch 11 switches from the power cut-off state to the power transmission state, and the power transmission path between the input shaft 7 and the engine shaft 3a is connected. The processor that executes S11 is an example of the first operation control section 61.

[0048] Next, the processor switches the switching circuit of the electrical system 6 so that power is supplied 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 machine 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. Also, when S13 is executed, fuel injection from the injection unit into the combustion chamber is started. By motoring and fuel supply, the engine shaft 3a starts to rotate. The processor that executes S13 is an example of the motoring start unit 51.

[0049] Next, the processor switches the switching circuit so that the power supply from the electrical system 6 to the stator 20 stops (S15). The processor may switch the switching circuit when the engine speed indicated by the measurement result of the engine rotation meter 91 reaches the threshold value (Sh in FIG. 6). The processor ends this control process. Note that even after the end of this control process, the fuel supply continues, and the engine speed reaches the idle speed (Ri in FIG. 6). Thereafter, when the vehicle starts sailing, the second clutch 12 switches to the power transmission state. The processor that executes the process of switching the second clutch 12 to the power transmission state is an example of the second operation control unit 62.

[0050] According to the above configuration, when the engine 3 starts, by supplying power to the stator coil 27, the rotation of the engine shaft 3a can be started. Since the engine intake air amount immediately increases through the start of the engine 3 by motoring, it is possible to suppress the discharge of a large amount of incomplete combustion gas as black smoke when the engine 3 starts. Also, the air line for starting the engine 3 can be made unnecessary, and the configuration of the engine 3 can be simplified.

[0051] Before starting the engine 3 by motoring, the second clutch 12 is maintained in a power-off state, and the power transmission path between the pole-piece rotor 30 and the propeller 4 can be blocked. Since the power transmitted from the input shaft 7 toward the engine shaft 3a increases, the engine system 1 can supply the engine 3 with the relatively large power required when the engine shaft 3a starts to rotate. Thus, the engine 3 can be easily started. Further, after the engine shaft 3a starts to rotate, the power transmission path between the pole-piece rotor 30 and the propeller 4 is connected, so that the propeller 4 can gradually increase its speed.

[0052] <Normal power generation operation> Referring to FIGS. 8 to 10, the normal power generation operation of the engine system 1 will be described. The normal power generation operation is executed while the engine speed is rotating at or above a specified speed. In this example, the engine efficiency changes significantly depending on whether the engine speed is at or above the specified speed. More specifically, when the engine speed is at or above the specified speed, the engine efficiency is relatively high, and when the engine speed is below the specified speed, the engine efficiency is relatively low. If the power generation operation is executed while the engine speed is at or above the specified speed, the engine system 1 can achieve both efficient operation and power generation of the engine 3. Note that the specified speed may be the same value as the idle speed (Ri) shown in FIG. 6.

[0053] Furthermore, for the execution of the normal power generation operation according to this embodiment, it is necessary to satisfy the power generation conditions. The power generation conditions are satisfied when the propeller rotation speed is equal to or higher than the required rotation speed input by the operator of the vehicle. If the power generation conditions are not satisfied, even if the engine rotation speed is equal to or higher than the specified rotation speed, the normal power generation operation is not executed, and instead, motoring is executed. For example, when the resistance received by the vehicle due to an adverse current or headwind is large, the required rotation speed increases due to the decrease in the speed of the vehicle. In this case, the power generation conditions are not satisfied, and motoring is executed. Another example is that when foreign matter such as algae gets entangled in the propeller 4 during the navigation of the vehicle, the propeller rotation speed decreases and the power generation conditions are no longer satisfied. Also in this case, motoring is executed. Motoring is executed until the propeller rotation speed becomes equal to or higher than the required rotation speed (i.e., until the power generation conditions are satisfied).

[0054] FIG. 8 shows the configuration of the control device 90 for realizing the normal power generation operation. 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.

[0055] The power generation start unit 71 is configured to control the switching circuit of the electrical system 6 so that the supply of the generated power from the stator coil 27 to the electrical system 6 is started. This control is executed when the power generation conditions are satisfied when the engine rotation speed measured by the engine tachometer 91 is equal to or higher than the specified rotation speed. The generated power may be supplied to the load 44 or to the battery 45. That is, the power generation control unit 70 may control the electrical system 6 so that the generated power is supplied to the load 44, or may control the electrical system 6 so that the generated power is supplied to the battery 45. The power generation stop unit 72 is configured to control the switching circuit of the electrical system 6 so that the supply of the generated power from the stator coil 27 stops when the power generation conditions are no longer satisfied.

[0056] The control device 90 further includes a motoring speed increasing control unit 57 for controlling the electrical system 6 after the power generation by the power generation stop unit 72 is stopped. The motoring speed increasing control unit 57 is configured to control a switching circuit so that power for increasing the propeller rotational speed is supplied from the electrical system 6 to the stator coil 27. The control by the motoring speed increasing control unit 57 is the same as that by the motoring control unit 50 (see FIG. 3).

[0057] FIG. 9 shows the change over time of the propeller rotational speed when normal power generation is performed. When the propeller rotational speed reaches the required rotational speed (Rp), it is determined that the power generation condition is satisfied, and the power generation start unit 71 starts power generation. When the propeller rotational speed becomes less than the required rotational speed (t = t1), the supply of the generated power by the power generation stop unit 72 is stopped, and motoring by the motoring speed increasing control unit 57 is started. The propeller 4 rotates receiving not only the power input from the engine 3 through the input shaft 7 but also the power generated by motoring. That is, the propeller 4 rotates with both the power of the engine 3 and the rotational force of motoring. Thereby, the rotational speed of the propeller 4 increases. Thereafter, if the generated power is satisfied again (t = t2), the control by the motoring speed increasing control unit 57 ends, and the power generation control by the power generation start unit 71 is restarted.

[0058] FIG. 10 is a flowchart showing the normal power generation control process. The control process is executed by a processor constituting the control device 90 while the engine rotational speed is equal to or higher than the specified rotational speed.

[0059] First, the processor determines whether the power generation conditions are satisfied based on the measurement result of the propeller tachometer 92 (S21). While the propeller speed measured by the propeller tachometer 92 is less than the required speed (S21: NO), the processor waits. When the propeller speed as the measured value becomes equal to or greater than the required speed, the processor determines that the power generation conditions are satisfied (S21: YES). Then, the processor controls the switching circuit so that the generated power is supplied from the stator coil 27 to the electrical system 6 (S23). The power supply destination of the generated power may be either the load 44 or the battery 45. The processor that executes S23 is an example of the power generation start unit 71.

[0060] Next, the processor determines again whether the power generation conditions are satisfied (S25). While the propeller speed as the measured value is equal to or greater than the required speed (S25: YES), the processor waits and the stator coil 27 continues to generate the generated power. When the propeller speed becomes less than the required speed, the processor determines that the power generation conditions are no longer satisfied (S25: NO). Then, the processor controls the switching circuit of the electrical system 6 so that the supply of the generated power from the stator coil 27 stops (S27). The processor that executes S27 is an example of the power generation stop unit 72.

[0061] Next, the processor controls the switching circuit of the electrical system 6 so that the power for increasing the speed of the propeller speed is supplied to the stator coil 27 (S29). The processor that executes S29 is an example of the motoring speed increasing control unit 57. By executing S29, the propeller speed increases. Then, the processor transfers the process to S21. In S21, when it is determined that the power generation conditions are satisfied again (S21: YES), the processor stops the power supply for motoring and resumes the supply of the generated power (S23). During the navigation of the vehicle, the above control process is executed.

[0062] Explain the technical advantages of the normal power generation operation. The engine speed range includes a range where the engine efficiency is relatively high and a range where it is not. In this regard, according to the above configuration, the normal power generation operation is started when the engine speed becomes equal to or higher than the specified speed and the engine efficiency becomes relatively high. Thereby, efficient operation of the engine system 1 is realized.

[0063] Also, in the above embodiment, when the engine efficiency is relatively high and the propeller speed is equal to or higher than the required speed, power generation in the stator coil 27 is started. Thereby, while the engine 3 is efficiently operated, the vehicle can travel at a specified speed and perform power generation.

[0064] Also, in the above embodiment, when the propeller speed becomes less than the required speed, power generation in the stator coil 27 is stopped and motoring is executed. In this way, while maintaining the engine speed within the rotational speed range where high engine efficiency is realized, the propeller speed is controlled, so that the engine system 1 can operate efficiently as a whole. Furthermore, since control for significantly changing the engine speed can be suppressed, the fuel injection control of the engine 3 can be made simpler than before. Also, since load fluctuations in the engine 3 can be reduced, the reliability of the engine 3 can be improved.

[0065] Also, when the generated power is supplied from the stator coil 27 to the load 44 of the electrical system 6 under the control of the power generation start section 71 of the power generation control section 70, the generated power generated in the stator coil 27 can be supplied to various devices mounted on the vehicle. Thereby, it can contribute to the power supply of the vehicle.

[0066] Also, when the generated power is supplied from the stator coil 27 to the battery 45 of the electrical system 6 under the control of the power generation start section 71 of the power generation control section 70, the power stored in the battery 45 can be used at a desired timing. More specifically, the power of the battery 45 can be utilized as power for motoring the magnetic gear rotating machine 5 and / or power for supplying the load 44 of the vehicle.

[0067] <Regenerative Power Generation Control> With reference to FIGS. 11 to 13, the generation operation of the regenerative power of the engine system 1 will be described. This operation is an operation for generating generated power during deceleration of the vehicle, and is different from the above-described normal power generation operation that is executed while the engine speed is equal to or higher than the specified speed. Further, when generating regenerative power, the first clutch 11 is switched to the power cut-off state, and the propeller 4 continues to rotate by inertia. Since the energy for braking the inertial rotation of the propeller 4 is recovered as generated power, it is possible to reduce energy loss. For example, the generation of regenerative power is executed when the vehicle stops at the destination.

[0068] FIG. 11 shows the configuration of the control device 90 for realizing the generation operation of regenerative power. The control device 90 includes an engine deceleration control unit 95 for inputting a deceleration command for the rotating engine shaft 3a to start deceleration to the engine 3. When the deceleration command is input to the engine 3, the fuel supply amount to the combustion chamber of the engine 3 is reduced, and the engine shaft 3a decelerates. Further, the control device 90 includes the clutch control unit 60 described above. In FIG. 11, only the first release control unit 63 of the clutch control unit 60 is illustrated, and the first release control unit 63 illustrated in the figure is configured to send a disconnection command to the first clutch 11 when the deceleration command is input to the engine 3.

[0069] The control device 90 further includes a regenerative power generation control unit 75. The regenerative power generation control unit 75 is configured to control the electrical system 6 so that generated power (regenerative power) is supplied from the stator coil 27 when the deceleration command is input to the engine 3. More specifically, under the control of the regenerative power generation control unit 75, the regenerative power is supplied from the stator coil 27 to the battery 45. The control of the regenerative power generation control unit 75 is the same as the control of the power generation start unit 71 (see FIG. 8), and the detailed description is omitted here.

[0070] Note that, from the start of deceleration of the propeller 4 until it stops, the control device 90 does not send a disconnection command to the second clutch 12, and the second clutch 12 is maintained in the power transmission state. Thereby, the rotational energy of the propeller 4 is recovered as electric energy.

[0071] FIG. 12 shows the change over time of the propeller rotational speed when regenerative electric power is generated. When a deceleration command is input to the engine 3 (t = t3), the propeller rotational speed decreases, and the generation of regenerative electric power by the regenerative power generation control unit 75 is started. This control is executed until the propeller 4 stops.

[0072] FIG. 13 is a flowchart showing the control process for generating regenerative electric power. This control process is executed by a processor constituting the control device 90. When this control process is executed, the second clutch 12 is maintained in the power transmission state.

[0073] First, the processor inputs a deceleration command to the engine 3 (S31). The processor that executes S31 is an example of the engine deceleration control unit 95. Next, the processor sends a disconnection command to the first clutch 11 (S33). The first clutch 11 switches from the power transmission state to the power cut-off state, and the propeller 4 rotates by inertia. The processor that executes S33 is an example of the first release control unit 63. Next, the processor controls the switching circuit of the electrical system 6 so that generated electric power (regenerative electric power) is supplied from the stator coil 27 (S35). S35 is continuously executed until the propeller rotational speed becomes 0, and then this control process ends. The processor that executes S35 is an example of the regenerative power generation control unit 75.

[0074] Describe the technical advantages related to the generation operation of regenerative power. According to the above configuration, when the engine speed decreases so that the vehicle in motion stops at the destination, the first clutch 11 enters the power cut-off state, and the power transmission path between the engine 3 and the input shaft 7 is cut off. Then, while recovering the regenerative power from the stator coil 27, the rotating propeller 4 can be decelerated. Thereby, the energy loss during the period from when the vehicle starts to decelerate until it stops can be reduced, and the engine system 1 can operate more efficiently.

[0075] Also, when the engine speed decreases so that the vehicle in motion stops at the destination, the second clutch 12 is maintained in the power transmission state, so power generation can be performed by the stator 20 using the rotational force of the propeller 4.

[0076] Also, the battery 45 can be charged by the regenerative power generated by the stator 20. Thereby, the power stored in the battery 45 can be used at a desired timing to perform motoring of the magnetic gear rotating machine 5 and / or supply power to the load 44 of the vehicle.

[0077] <Docking power generation operation> With reference to FIGS. 14 and 15, the docking power generation operation of the engine system 1 will be described. This operation is an operation for generating power during the docking of the vehicle, and may be executed after the regenerative power generation operation. During the execution of the docking power generation operation, power is input from the engine 3 to the power transmission device 2. However, at this time, the second clutch 12 is maintained in the power cut-off state, and power is not transmitted from the output shaft 8 to the propeller 4. Therefore, while the magnet rotor 10 and the pole piece rotor 30 rotate due to the rotation of the input shaft 7, the propeller 4 does not rotate and the vehicle maintains a stopped state.

[0078] FIG. 14 shows the configuration of a control device 90 for realizing the mooring power generation operation. 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 acquire the measurement result of at least one of the propeller revolution meter 92 or the engine revolution meter 91. For example, when the propeller revolution speed measured by the propeller revolution meter 92 is less than the first propeller revolution speed and the engine revolution speed measured by the engine revolution meter 91 is less than the first engine revolution speed, it is determined that the engine 3 is in a stopped state. The first propeller revolution speed and the first engine revolution speed may be different from each other or may be the same value (for example, 0) as each other.

[0079] The control device 90 further includes a clutch switching control unit 65. When the stop determination unit 97 determines that the engine 3 is in a stopped state, the clutch switching control unit 65 is configured to send an operation command to the first clutch 11 and a disconnection command to the second clutch 12. The control of the clutch switching control unit 65 is the same as the control of the clutch control unit 60 (see FIG. 3), and detailed description is omitted here.

[0080] The control device 90 further includes a mooring power generation control unit 77. After the control by the clutch switching control unit 65 is executed, the mooring power generation control unit 77 is configured to control the electrical system 6 so that the generated power is supplied from the stator coil 27. More specifically, the generated power is supplied from the stator coil 27 to the battery 45 under the control of the mooring power generation control unit 77. The control of the mooring power generation control unit 77 is the same as the control of the power generation start unit 71 (see FIG. 8), and detailed description is omitted here.

[0081] FIG. 15 is a flowchart showing the control process of mooring power generation. The control process is executed by a processor constituting the control device 90.

[0082] First, the processor determines whether the vehicle has stopped (S41). More specifically, when the propeller rotation speed measured by the propeller tachometer 92 is less than the first propeller rotation speed and the engine rotation speed measured by the engine tachometer 91 is less than the first engine rotation speed, the engine 3 is determined to be in a stopped state. The processor waits until the vehicle stops (S41: NO). For example, while the regenerative power generation control process (see FIG. 13) is being executed, the vehicle is decelerating and not in a stopped state. At this time, the processor waits. When it is determined that the vehicle has stopped (S41: YES), the processor transfers the process to S43. The processor that executes S41 is an example of the stop determination unit 97.

[0083] Next, the processor executes clutch switching control (S43). More specifically, the processor sends an operation command to the first clutch 11 and a disconnection command to the second clutch 12. The processor that executes S43 is an example of the clutch switching control unit 65. By executing S43, the power of 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 blocked. Therefore, both the magnet rotor 10 and the pole piece rotor 30 rotate, while the propeller 4 does not rotate.

[0084] Next, the processor controls the electrical system 6 so that generated power is supplied from the stator coil 27 (S45). The processor that executes S45 is an example of the mooring power generation control unit 77. After executing S45, this control process ends.

[0085] Note that a command for increasing the engine rotation speed may be input to the engine 3 during the execution of S45. For example, in S41, if it is a necessary condition for the stop condition to be satisfied that the engine rotation speed is less than the first engine rotation speed, then since the engine rotation speed is low when the affirmative determination of S41 is made, the above command may be essential for executing power generation.

[0086] In other embodiments, as long as the engine speed is less than the first engine speed regardless of the propeller speed, the stop determination unit 97 may determine that the vehicle is in a stopped state. In this case, the stop determination unit 97 does not need to monitor the measurement result of the propeller rotation meter 92.

[0087] <Rotation control operation of propeller 4> With reference to FIGS. 16 to 18, the rotation control operation of the propeller 4 will be described. In this operation, the propeller 4 rotates in either the first direction or the second direction, and the rotation direction of the propeller 4 can be switched. This control is executed, for example, when the vehicle at anchor moves forward or backward. Also, in this operation, the rotation speed of the propeller 4 can be controlled through the energization control of the stator coil 27, and it is also possible to widen the range (range of propeller rotation speed) of values at which the propeller rotation speed is maintained as a constant rotation speed during the travel of the vehicle. The engine 3 is preferably operated at a relatively high speed to achieve high engine efficiency. Therefore, the rotation speed of the propeller 4 driven by the engine 3 can be limited to a relatively high range. In this regard, in the rotation control of the propeller 4 by motoring, there are no such restrictions as described above, so the range of the propeller rotation speed can be widened.

[0088] FIG. 16 shows the configuration of a control device 90 for realizing the rotation control operation of the propeller 4. The motoring control unit 50 of the control device 90 includes a first motoring control unit 53 and a second motoring control unit 54. The first motoring control unit 53 is configured to control the electrical system 6 so that the first power for the propeller 4 to rotate in the first direction is supplied from the electrical system 6 to the stator coil 27. The second motoring control unit 54 is configured to control the electrical system 6 so that the second power for the propeller 4 to rotate in the second direction is supplied from the electrical system 6 to the stator coil 27.

[0089] Whether the propeller 4 rotates in the first direction or the second direction is determined by the direction of the current in each of the plurality of stator coils 27 and the order of power supply to the plurality of stator coils 27. The control of each of the first motorring control unit 53 and the second motorring control unit 54 is the same as the control of the motorring start unit 51 (see FIG. 5).

[0090] FIG. 17 shows the change over time of the propeller rotation speed when the rotation control of the propeller 4 is executed. When the first motorring control unit 53 controls the electrical system 6, the propeller rotation speed takes a positive value (t4 ≦ t ≦ t5), and when the second motorring control unit 54 controls the electrical system 6, the propeller rotation speed takes a negative value (t6 ≦ t ≦ t7).

[0091] FIG. 18 is a flowchart showing the rotation control process of the propeller 4. The control process is executed by a processor constituting the control device 90. When the control process is executed, the first clutch 11 and the second clutch 12 are each in a power transmission state, and the engine 3 is running.

[0092] First, the processor controls the stator core 22 so that the propeller 4 rotates in the first direction (S51). Then, the processor controls the stator core 22 so that the propeller 4 rotates in the second direction (S53). After the execution of S53, this control process ends. The processor that executes S51 is an example of the first motorring control unit 53, and the processor that executes S53 is an example of the second motorring control unit 54.

[0093] According to the above configuration, the vehicle can move forward and backward, and the vehicle can be operated more flexibly. For example, a parked vehicle can also move forward or backward slightly at a low speed. In addition, since a reversing device for reversing the propeller 4 is not required, the engine system 1 can be simplified.

[0094] <Others> The above-described control device 90 (see FIG. 1) is configured by a computer and includes a processor, a memory (storage medium), and an external communication interface. The processor is a CPU, GPU, MPU, DSP, or a combination thereof. The processor according to other embodiments may be implemented by an integrated circuit such as a PLD, ASIC, FPGA, or MCU. The memory is configured to temporarily or non-temporarily store various data and is realized by, for example, at least one of RAM, ROM, or flash memory. The processor executes various control processes according to the instructions of the program loaded into the memory.

[0095] <Summary> The content described in several of the above-described embodiments is understood as follows, for example.

[0096] 1) The power transmission device (2) according to at least one embodiment of the present disclosure is a power transmission device (2) configured to transmit the power of an engine (3) installed in a vehicle traveling on at least one of water or underwater to a propeller (4) of the vehicle, an input shaft (7) configured to receive the power from the engine, an output shaft (8) configured to output the power to the propeller, a magnetic gear rotating machine (5) that magnetically couples the input shaft and the output shaft, and the magnetic gear rotating machine includes a magnet rotor (10) connected to the input shaft, a pole piece rotor (30) connected to the output shaft, a stator (20) having a stator core (22) extending in the circumferential direction outside the pole piece rotor in the radial direction and a stator coil (27) disposed in the stator core, and

[0097] According to the configuration of 1) above, instead of a mechanical transmission including a plurality of meshing gears, a magnetic gear rotating machine including a magnet rotor and a pole piece rotor separated from each other is disposed between the input shaft and the output shaft. For this reason, a highly reliable power transmission device with low failure probability is realized even when the running time of the vehicle body is long. Further, since the meshing loss caused by the meshing of a plurality of gears can be reduced, the power transmission efficiency of the power transmission device is improved. Therefore, the power transmission device can also improve the fuel efficiency of the engine.

[0098] 2) In some embodiments, the power transmission device according to 1) above, the magnetic gear rotating machine, is configured to output, from the output shaft to the propeller, a rotation slower than that of the input shaft and generate power with the stator coil by the power input from the engine to the input shaft, and / or is configured to rotate the propeller by the power supplied to the stator coil.

[0099] According to the configuration of 2) above, it becomes unnecessary to finely control the fuel supply in the engine according to the load fluctuation of the propeller, contributing to the reduction of the fuel consumption rate. Further, since the rotational speed of the output shaft is lower than that of the input shaft, the torque output from the output shaft to the propeller is high. Thereby, the propeller can be made robust against load fluctuations. On the other hand, when power is supplied to the stator coil, the propeller can be motored, so that the rotation control of the propeller can be diversified. Therefore, the operation control of the vehicle body can be diversified. For example, it becomes possible to rotate the propeller with both the power of the engine and the rotational force of motoring, to cut off the power transmission path between the engine and the input shaft and rotate the propeller only by motoring, and to switch the rotation direction of the propeller.

[0100] 3) In some embodiments, the power transmission device according to 2) above, It further includes a first clutch (11) disposed between the input shaft and the engine shaft (3a) of the engine.

[0101] According to the configuration of 3) above, the power transmission path between the engine shaft and the input shaft can be blocked. In this case, it becomes possible to stop the rotating propeller through the power generation by the stator coil, and to motor the propeller with the power supplied to the stator coil. And during motoring, it becomes possible to perform more flexible rotation control of the propeller. More specifically, it becomes possible to perform control to make the rotational speed of the propeller lower compared with the case of driving the propeller only by the engine, and control to switch the rotational direction of the propeller.

[0102] 4) In some embodiments, the power transmission device described in 2) or 3) above further includes a second clutch (12) disposed between the output shaft and the propeller shaft (4a) of the propeller.

[0103] When power is supplied to the stator coil, the engine can also be started through the motoring of the magnet rotor. According to the configuration of 4) above, at this time, the power transmission path between the output shaft and the propeller can be blocked. Since the power transmitted from the input shaft toward the engine shaft increases, the engine can be easily started. Also, since the engine can be started through motoring, the air line for starting the engine can be made unnecessary, and the configuration of the engine can be simplified. Further, when the above first clutch is disposed, it is also possible to put the first clutch in the power cut-off state and the second clutch in the power transmission state during the power generation by the stator coil. At this time, it also becomes possible to stop the propeller rotating by inertia through the power generation by the stator coil.

[0104] 5) The vehicle engine system (1) according to at least one embodiment of the present invention includes the power transmission device (2) described in any one of 1) to 4) above, and The engine (3) installed in the vehicle, The propeller (4) installed in the vehicle, An electrical system (6) electrically connected to the stator coil, A control device (90) for controlling the power transmission device, the engine, and the electrical system, and is provided with.

[0105] According to the configuration of 5) above, the same technical advantages as 1) above can be obtained.

[0106] 6) In some embodiments, it is a vehicle engine system described in 5) above, The power transmission device further includes a first clutch (11) disposed between the input shaft and the engine shaft (3a) of the engine, The control device, When the engine starts, a first operation control unit (61) for sending an operation command for switching the first clutch from a power cut-off state to a power transmission state, A motor control unit (50) for controlling the electrical system so that power is supplied from the electrical system to the stator coil when the operation command is input to the first clutch, and includes.

[0107] According to the configuration of 6) above, when the engine starts, by supplying power to the stator coil, the rotation of the engine shaft can be started. Since the engine intake air amount immediately increases through starting the engine by motoring, it is possible to suppress the discharge of a large amount of incomplete combustion gas as black smoke at the time of engine start. In addition, the air line for starting the engine can be made unnecessary, and the configuration of the engine can be simplified.

[0108] 7) In some embodiments, it is a vehicle engine system described in 6) above, The power transmission device further includes a second clutch (12) 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 rotating.

[0109] According to the configuration of 7) above, before starting the engine by motoring, the second clutch is maintained in a power-off state, and the power transmission path between the pole piece rotor and the propeller can be blocked. Since the power transmitted from the input shaft toward the engine shaft increases, the engine can be easily started. Further, after the engine shaft starts rotating, the power transmission path between the pole piece rotor and the propeller is connected, so the propeller can gradually increase its speed.

[0110] 8) In some embodiments, the vehicle engine system described in 6) or 7) above further includes an engine tachometer (91) for measuring the engine speed of the engine, The control device further includes a power generation control unit (70) for controlling the electrical system so that generated power is supplied from the stator coil when the engine speed measured by the engine tachometer is equal to or higher than a specified speed. The vehicle engine system according to claim 6 or 7.

[0111] Generally, the range of engine speed includes a range where the engine efficiency is relatively high and a range where it is not. In this regard, according to the configuration of 8) above, in a situation where the engine efficiency becomes relatively high when the engine speed becomes equal to or higher than the specified speed, the stator coil can supply the generated power to the electrical system. Thereby, efficient operation of the vehicle engine system is realized.

[0112] 9) In some embodiments, the vehicle engine system described in 8) above further includes a propeller tachometer (92) for measuring the propeller speed of the propeller, The power generation control unit When the engine speed measured by the engine tachometer is equal to or higher than the specified speed, if the power generation condition that the propeller speed measured by the propeller tachometer is equal to or higher than the required speed is satisfied, a power generation start unit (71) for starting the supply of the generated power from the stator coil to the electrical system is included.

[0113] According to the configuration of 9) above, when the engine efficiency is relatively high and the propeller speed is equal to or higher than the required speed, power generation in the stator coil is started. As a result, under the condition that the engine is operated efficiently, the vehicle can travel at a specified speed and generate power.

[0114] 10) In some embodiments, the vehicle engine system described in 9) above, the power generation control unit, when the engine speed measured by the engine tachometer is equal to or higher than the specified speed, if the power generation condition is no longer satisfied, a power generation stop unit (72) for stopping the supply of the generated power from the stator coil is further included, the control device, after the stop of the generated power by the power generation stop unit, a motor ring speed increase control unit (57) for controlling the electrical system so that power for increasing the propeller speed is supplied to the stator coil is further included.

[0115] According to the configuration of 10) above, when the propeller speed becomes less than the required speed, power generation in the stator coil is stopped and motor ring is executed. The propeller speed increases and the power generation condition will eventually be satisfied again. In this way, while maintaining the engine speed within the rotational speed range where high engine efficiency is achieved, the rotational speed of the propeller is controlled, so that the vehicle engine system can operate efficiently as a whole. Furthermore, since control for significantly changing the engine speed can be suppressed, the fuel injection control of the engine can be made simpler than before. In addition, since load fluctuations in the engine can be reduced, the reliability of the engine can be improved.

[0116] 11) In some embodiments, it is a running body engine system according to any one of 6) to 10) above, wherein the control device an engine deceleration control unit (95) for inputting a deceleration command for starting deceleration of the rotating engine shaft into the engine, a first release control unit (63) for sending a disconnection command for switching from the power transmission state to the power cut-off state to the first clutch when the deceleration command is input to the engine, a regenerative power generation control unit (75) for controlling the electrical system so that generated power is supplied from the stator coil when the deceleration command is input to the engine, and further includes.

[0117] According to the configuration of 11) above, when the engine speed decreases so that the running body in motion stops at the destination, the first clutch enters the power cut-off state, and the power transmission path between the engine and the input shaft is cut off. Then, while recovering the generated power as regenerative power from the stator coil, the rotating propeller can be decelerated. Thereby, the energy loss during the period from when the running body starts deceleration to when it stops can be reduced, and the running body engine system can operate more efficiently.

[0118] 12) In some embodiments, it is a running body engine system according to 11) above, wherein the power transmission device further includes a second clutch (12) disposed between the output shaft and the propeller shaft (4a) of the propeller, and the control device is configured to maintain the second clutch in the power transmission state during the period from when the rotating propeller starts deceleration to when it stops.

[0119] According to the configuration of 12) above, when the engine speed decreases so that the vehicle in motion stops at the destination, the second clutch is maintained in the power transmission state, so that power generation can be performed by the stator using the rotational force of the propeller.

[0120] 13) In some embodiments, it is a vehicle engine system described in 12) above, The electrical system includes a battery (45), The regenerative power generation control unit is configured to control the electrical system so that the generated power is supplied from the stator coil to the battery.

[0121] According to the configuration of 13) above, the battery can be charged with the generated power as the regenerative power generated by the stator. Thereby, the power stored in the battery can be used at a desired timing to perform motoring of the magnetic gear rotating machine and / or supply power to the load of the vehicle.

[0122] 14) In some embodiments, it is a vehicle engine system described in any one of 8) to 10) above, The power generation control unit is configured to control the electrical system so that the generated power is supplied from the stator coil to the load (44) of the electrical system.

[0123] According to the configuration of 14) above, the generated power generated in the stator coil can be supplied to various devices mounted on the vehicle, contributing to the power supply of the vehicle.

[0124] 15) In some embodiments, it is a vehicle engine system described in any one of 8) to 10) above, The electrical system includes a battery (45), The power generation control unit is configured to control the electrical system so that the generated power is supplied from the stator coil to the battery.

[0125] According to the configuration of the above (15), the same technical advantages as those of the above (13) can be obtained.

[0126] 16) In some embodiments, it is a running body engine system according to any one of the above (6) to (15), further comprising at least one of a propeller tachometer (92) for measuring the propeller rotation speed of the propeller or an engine tachometer (91) for measuring the engine rotation speed of the engine, wherein the control device has a stop determination unit (97) for determining whether the running body has stopped based on at least one of the propeller tachometer or the engine tachometer, and a clutch switching control unit (65) configured to send a disconnection command for switching from the power transmission state to the power cut-off state to the second clutch and send the operation command to the first clutch when it is determined that the running body has stopped, and a berthing power generation control unit (77) for controlling the electrical system so that generated power is supplied from the stator coil after the execution of the control by the clutch switching control unit. It includes.

[0127] According to the configuration of the above (16), the running body engine system can generate power even while the running body is at berth.

[0128] 17) In some embodiments, it is a running body engine system according to any one of the above (5) to (16), wherein the control device has a first motor ring control unit (53) for controlling the electrical system so that first power for rotating the propeller in a first direction is supplied from the electrical system to the stator coil, and a second motor ring control unit (54) for controlling the electrical system so that second power for rotating the propeller in a second direction is supplied from the electrical system to the stator coil. It further includes.

[0129] According to the configuration of 17) above, the vehicle can move forward and backward, and can be operated more flexibly. For example, a parked vehicle can also move forward or backward slightly at a low speed. In addition, since a reverse device for reversing the propeller is not required, the vehicle engine system can be simplified.

Explanation of Signs

[0130] 1: Vehicle engine system (engine system) 2: Power transmission device 3: Engine 3a: Engine shaft 4: Propeller 4a: Propeller shaft 5: Magnetic gear rotating machine 6: Electrical system 7: Input shaft 8: Output shaft 10: Magnet rotor 11: First clutch 12: Second clutch 15: Rotor core 19: Magnet 20: Stator 22: Stator core 24: Teeth 27: Stator coil 29: Stator magnet 30: Pole piece rotor 31: First connecting part 32: Second connecting part 33: Non-magnetic body 35: Pole piece 41: Inverter 42: Converter 43: Main switchboard 44: Load 45: Battery 50: Motor control unit 51: Motor start unit 52: Motor stop unit 53: First motor control unit 54: Second Motor Control Unit 57: Motor Speed Increase Control Unit 60: Clutch Control Unit 61: First Operation Control Unit 62: Second Operation Control Unit 63: First Release Control Unit 64: Second Release Control Unit 65: Clutch Switching Control Unit 70: Power Generation Control Unit 71: Power Generation Start Unit 72: Power Generation Stop Unit 75: Regenerative Power Generation Control Unit 77: Parking Power Generation Control Unit 90: Control Device 91: Engine Tachometer 92: Propeller Tachometer 95: Engine Deceleration Control Unit 97: Stop Judgment Unit B1: Bearing G1: Inner Air Gap G2: Outer Air Gap

Claims

1. A power transmission device configured to transmit the power of an engine installed in a vehicle traveling on at least one of water or in water to a propeller of the vehicle, an input shaft configured to receive the power from the engine, an output shaft configured to output the power to the propeller, a magnetic gear rotating machine that magnetically couples the input shaft and the output shaft, comprising, the magnetic gear rotating machine, a magnet rotor connected to the input shaft, a pole piece rotor connected to the output shaft, a stator having a stator core extending in the circumferential direction outside the pole piece rotor in the radial direction and a stator coil disposed in the stator core, including a power transmission device.

2. The magnetic gear rotating machine, is configured to output, from the output shaft to the propeller, a rotation slower than that of the input shaft by the power input from the engine to the input shaft and to generate electricity in the stator coil, and / or is configured to rotate the propeller by the electric power supplied to the stator coil The power transmission device according to claim 1.

3. further comprising a first clutch disposed between the input shaft and the engine shaft of the engine The power transmission device according to claim 2.

4. further comprising a second clutch disposed between the output shaft and the propeller shaft of the propeller The power transmission device according to claim 2 or 3.

5. The power transmission device according to any one of claims 1 to 3, the engine installed in the vehicle, the propeller installed in the vehicle, an electrical system electrically connected to the stator coil, a control device for controlling the power transmission device, the engine, and the electrical system, comprising a vehicle engine system.

6. The power transmission device further includes a first clutch disposed between the input shaft and the engine shaft of the engine, the control device, a first operation control unit for sending an operation command for switching the first clutch from a power cut-off state to a power transmission state when the engine starts, a motoring control unit for controlling the electrical system so that electric power is supplied from the electrical system to the stator coil when the operation command is input to the first clutch, including The vehicle engine system according to claim 5.

7. 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 for sending the operation command to the second clutch after the engine shaft starts rotating. The vehicle engine system according to claim 6.

8. The engine rotation meter for measuring the engine speed of the engine is further provided. The control device further includes a power generation control unit for controlling the electrical system so that the generated power is supplied from the stator coil when the engine speed measured by the engine rotation meter is equal to or higher than a specified speed. The vehicle engine system according to claim 6.

9. The propeller rotation meter for measuring the propeller speed of the propeller is further provided. The power generation control unit includes a power generation start unit for starting the supply of the generated power from the stator coil to the electrical system when a power generation condition that the propeller speed measured by the propeller rotation meter is equal to or higher than a required speed is satisfied in a case where the engine speed measured by the engine rotation meter is equal to or higher than the specified speed. The vehicle engine system according to claim 8.

10. The power generation control unit further includes a power generation stop unit for stopping the supply of the generated power from the stator coil when the power generation condition is not satisfied in a case where the engine speed measured by the engine rotation meter is equal to or higher than the specified speed. The control device further includes a motor ring-up speed control unit for controlling the electrical system so that power for increasing the propeller speed is supplied to the stator coil after the power generation stop unit stops the generated power. The vehicle engine system according to claim 9.

11. The control device includes an engine deceleration control unit for inputting a deceleration command for starting deceleration of the rotating engine shaft to the engine, a first release control unit for sending a connection release command for switching from the power transmission state to the power cut-off state to the first clutch when the deceleration command is input to the engine, and a regenerative power generation control unit for controlling the electrical system so that the generated power is supplied from the stator coil when the deceleration command is input to the engine. further includes The vehicle engine system according to claim 6.

12. 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 from when the rotating propeller starts decelerating until it stops. The vehicle engine system according to claim 11.

13. The electrical system includes a battery. The regenerative power generation control unit is configured to control the electrical system so that the generated power is supplied from the stator coil to the battery. The vehicle engine system according to claim 12.

14. The power generation control unit is configured to control the electrical system so that the generated power is supplied from the stator coil to the load of the electrical system. The vehicle engine system according to claim 8.

15. The electrical system includes a battery. The power generation control unit is configured to control the electrical system so that the generated power is supplied from the stator coil to the battery. The vehicle engine system according to claim 8.

16. The vehicle further includes at least one of a propeller tachometer for measuring the propeller rotation speed of the propeller or an engine tachometer for measuring the engine rotation speed of the engine. The control device a stop determination unit configured to determine whether the vehicle has stopped based on at least one of the propeller tachometer or the engine tachometer; a clutch switching control unit configured to send a disconnection command for switching the second clutch from the power transmission state to the power cut-off state and send the operation command to the first clutch when it is determined that the vehicle has stopped; a mooring power generation control unit configured to control the electrical system so that generated power is supplied from the stator coil after the control by the clutch switching control unit is executed; including The vehicle engine system according to claim 6.

17. The control device a first motor ring control unit configured to control the electrical system so that first power for rotating the propeller in a first direction is supplied from the electrical system to the stator coil; a second motor ring control unit configured to control the electrical system so that second power for rotating the propeller in a second direction is supplied from the electrical system to the stator coil; The running body engine system according to claim 5, further comprising

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