Power generation systems and aircraft

Abstract

To provide a power generation system capable of preventing occurrence of a malfunction of an engine due to sudden decrease in axial torque of a generator, and an aircraft having the same.SOLUTION: A power generation system includes an engine, a generator, a detection unit and a control device. The engine has a compressor including a rotation shaft. The generator is connected to the rotation shaft and generates electricity by rotational force of the rotation shaft. The detection unit detects axial torque of the generator. The control device controls an operation state of the engine or the generator based on the axial torque.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a power generation system having a generator connected to a rotating shaft of an engine, and to an aircraft equipped with the same. [Background technology]

[0002] 2. Description of the Related Art A power generation system including a generator that generates electricity by rotating a jet engine is known. For example, Patent Document 1 discloses a power generation system including a first generator that generates electricity by rotating the high-pressure shaft of a compressor of a jet engine, a second generator that generates electricity by rotating the low-pressure shaft of the compressor, a first power adjustment device that adjusts the amount of electricity generated by the first generator, a second power adjustment device that adjusts the amount of electricity generated by the second generator, and a power control device that controls the first power adjustment device and the second power adjustment device so that a surge margin of the jet engine is secured at a certain level or above. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-231366 Summary of the Invention [Problem to be solved by the invention]

[0004] Electrical equipment powered by a generator connected to the rotating shaft of an aircraft engine is typically equipped with a protective device that cuts off the power supply in the event of a malfunction. When the power supply is cut off by the protective device, the power required by the generator decreases, and the shaft torque also decreases, causing a temporary increase in generator rotation speed, i.e., engine rotation speed. If the power of the malfunctioning electrical equipment is small, the increase in the rotating shaft speed is also small, and can be ignored from the perspective of stable engine operation.

[0005] However, when the electrical equipment supplies large amounts of power, such as motors that drive propellers and other propulsion devices, that power can be several tens of percent of the engine's shaft power, resulting in a significant increase in rotational speed. This can lead to mechanical problems in the engine, such as compressor surging and excessive turbine centrifugal force. These problems can impair not only the generator but also the engine's stable operation and ultimately safe flight, so it is necessary to prevent these problems from occurring due to electrical equipment malfunctions. Possible solutions to prevent such problems include designing the system with a relatively large surge margin, permanently connecting resistors such as load banks, or increasing the moment of inertia of the shafting system. However, these solutions have the drawback of increasing weight or reducing the system's energy efficiency.

[0006] In view of the above circumstances, an object of the present invention is to provide a power generation system and an aircraft equipped with the same that can prevent engine malfunctions due to a sudden decrease in generator shaft torque without increasing weight or reducing the energy efficiency of the system. [Means for solving the problem]

[0007] A power generation system according to an embodiment of the present invention includes an engine, a generator, a detector, and a controller. The engine has a compressor including a rotating shaft. The generator is connected to the rotating shaft and generates electricity using the rotational force of the rotating shaft. The detection unit detects the shaft torque of the generator. The control device controls the operating state of the engine or the generator based on the shaft torque.

[0008] The power generation system controls the operating state of the engine or generator based on the shaft torque of the generator, and therefore can achieve more appropriate control of the operating state in response to changes in the shaft torque of the generator than when the operating state is controlled based on the rotation speed of the compressor's rotating shaft.

[0009] The control unit may be configured to control the operating state when it is determined that the change in the shaft torque is equal to or greater than a predetermined value. This makes it possible to prevent engine malfunctions caused by a sudden decrease in the generator shaft torque.

[0010] In this case, the control unit may be configured to control the power of the engine when it is determined that the change in the shaft torque is equal to or greater than a predetermined value.

[0011] For example, the engine may further include a combustor that burns a mixture of air compressed by the compressor and fuel, and a turbine that is connected to the rotating shaft and rotates by combustion gas discharged from the combustor, and the control unit may execute control to reduce the amount of fuel introduced into the combustor when it determines that the reduction in the shaft torque is equal to or greater than a predetermined value.

[0012] On the other hand, the control unit may be configured to control the power of the generator when it is determined that the change in the shaft torque is equal to or greater than a predetermined value. This makes it possible to prevent engine malfunctions caused by a sudden decrease in the generator shaft torque.

[0013] In this case, the control unit may be configured to execute control to cause the generator to generate a braking torque when it is determined that the reduction in the shaft torque is equal to or greater than a predetermined value.

[0014] The braking torque may be an electromagnetic brake torque.

[0015] For example, the power generation system may further include a short circuit that short-circuits the terminals of the multi-phase electromagnetic coils in the generator, and the control unit may be configured to execute control to short-circuit the terminals of the electromagnetic coils of each phase using the short circuit when it determines that the reduction in the axial torque is greater than or equal to a predetermined value.

[0016] Alternatively, the vehicle may further include a power supply source connected to the generator, and the control unit may be configured to execute control to supply power from the power supply source to the generator when it is determined that the reduction in the shaft torque is equal to or greater than a predetermined value.

[0017] The detection unit may include an ammeter that detects a current generated by the generator. [Effects of the Invention]

[0018] According to the present invention, it is possible to prevent engine malfunctions caused by a sudden decrease in the shaft torque of the generator. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a schematic configuration diagram of a power generation system according to a first embodiment of the present invention. [Figure 2] FIG. 3 is a schematic diagram showing the relationship between the flow rate and the pressure ratio in a compressor in the power generation system. [Figure 3] FIG. 10 is a diagram showing the relationship between the compressor rotation speed and the generator current when the pressure ratio of the compressor exceeds the surge limit. [Figure 4] FIG. 2 is a block diagram showing a configuration of a control device in the power generation system. [Figure 5] 4 is a diagram illustrating an example of the change over time in compressor rotation speed and generator current, which explains the operation of the power generation system. FIG. [Figure 6] 4 is a flowchart illustrating an example of a processing procedure executed in the control device. [Figure 7] FIG. 4 is a schematic configuration diagram of a power generation system according to a second embodiment of the present invention. [Figure 8] FIG. 2 is a circuit diagram showing the configuration of a short circuit of the generator in the power generation system. [Figure 9] 4 is a diagram illustrating an example of the change over time in compressor rotation speed and generator current, which explains the operation of the power generation system. FIG. [Figure 10] FIG. 10 is a schematic configuration diagram of a power generation system according to a third embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0020] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0021] First Embodiment 1 is a schematic configuration diagram of a power generation system 100 according to a first embodiment of the present invention. The power generation system 100 of this embodiment is an engine with a generator mounted on an aircraft, and includes an engine 10, a generator 20, and a control device 30.

[0022] Aircraft equipped with the power generation system 100 include, for example, aircraft equipped with the engine 10 as a propulsion device, as well as electric aircraft that use electricity from the generator 20 to drive propulsion systems such as fans and propellers.

[0023] The engine 10 is a jet engine and includes a compressor 11 , a combustor 12 , and a turbine 13 .

[0024] The compressor 11 has a rotary shaft 110 as an engine shaft, and a low-pressure compression section 11a and a high-pressure compression section 11b connected to the rotary shaft 110. The compressor 11 introduces air adiabatically compressed in the low-pressure compression section (LPC) 11a and the high-pressure compression section (HPC) 11b into a combustor 12 at a downstream stage.

[0025] Each of the low-pressure compression section 11a and the high-pressure compression section 11b has a plurality of rotor blades and a plurality of stator vanes. The rotor blades rotate together with the rotary shaft 110 and compress air between the rotor blades and the stator vanes. Although not shown, a fan that introduces air into the low-pressure compression section 11a may be installed in a stage preceding the compressor 11. The fan is connected to the rotary shaft 110 and rotates integrally with the compressor 11.

[0026] Combustor 12 has a mixing chamber that mixes air compressed by compressor 11 with fuel injected from fuel injector 121, and a combustion chamber that burns the mixture, and discharges high-pressure combustion gas toward downstream turbine 13. The flow rate of fuel introduced from fuel injector 121 to combustor 12 is controlled by control device 30. Normally, the flow rate of fuel is adjusted based on the rotation speed of rotating shaft 110 detected by rotation speed sensor 111.

[0027] The turbine 13 has a high-pressure turbine section (HPT) 13a and a low-pressure turbine section (LPT) 13b connected to a rotary shaft 110, and is rotated by receiving combustion gas discharged from the combustor 12. The rotation of the high-pressure turbine section 13a and the low-pressure turbine section 13b is transmitted to the compressor 11 via the rotary shaft 110, and is used as driving force to continuously draw in and compress air.

[0028] The generator 20 has a drive shaft 21 directly connected to the rotating shaft 110. The drive shaft 21 may be formed from a part of the rotating shaft 110. The generator 20 is typically an AC generator including a rotor with a permanent magnet attached to the drive shaft 21 and a stator wound with a multi-phase electromagnetic coil, and converts the rotational force of the rotating shaft 110 into electrical energy. The multi-phase electromagnetic coil is not particularly limited as long as it is an electromagnetic coil through which two or more alternating currents of different phases flow, and here a three-phase electromagnetic coil of U-phase, V-phase, and W-phase is used. The generator 20 is not limited to being connected to a rear stage (turbine 13 side) of the engine 10, but may also be connected to a front stage (compressor 11 side) of the engine 10.

[0029] The generated power obtained by utilizing the rotational force of the engine 10 is supplied to a power distribution line 60 connected to a load 61, a battery 62, etc. via a converter 51 that converts AC to DC. The converter 51 is a power conversion device that converts the power generated by the generator 20 into a predetermined power and supplies it to the power distribution line 60.

[0030] The load 61 is, for example, a hydraulic pump that drives various hydraulic devices in the aircraft, an air conditioner, and other electronic devices, and in the case of an electric aircraft, includes a motor that drives a propeller or other thruster. The battery 62 is a rechargeable secondary battery used as an auxiliary power source, and includes the battery itself and a charge / discharge circuit that controls the charging and discharging of the battery.

[0031] The power distribution line 60 may be provided with a protective device such as a circuit breaker that cuts off the power supply to the load 61 when a fault such as a short circuit or a ground fault occurs in the load 61 . An auxiliary generator 70 driven by a power source other than the engine 10 may also be connected to the power distribution line 60. An example of such a power source is a propeller or other such drive mechanism. In this case, the auxiliary generator 70 generates regenerative power through the rotation of the propeller. The power generated by the auxiliary generator 70 is supplied to the power distribution line 60 via a power converter such as the converter 52.

[0032] Meanwhile, the power generation system 100 further includes an ammeter 40. The ammeter 40 is connected between the generator 20 and the converter 51. The ammeter 40 detects the magnitude of the generated current (hereinafter also referred to as the generator current) in the generator 20, and outputs the detection signal to the control device 30.

[0033] The generator current is proportional to the shaft torque of the generator 20 (the torsional moment acting on the drive shaft 21). In other words, as the shaft torque of the generator 20 increases, the generator current also increases. Therefore, the ammeter 40 functions as a detector that detects the shaft torque of the generator 20. Note that instead of the ammeter 40, a strain sensor that measures the torsion of the drive shaft 21 of the generator 20 may be used as the detector.

[0034] The control device 30 is configured by a computer (information processing device) having a CPU (Central Processing Unit) and a memory. As described above, the control device 30 normally adjusts the flow rate of fuel introduced from the fuel injector 121 to the combustor 12 based on the output of the rotation speed sensor 111. The control device 30 adjusts the flow rate of fuel so that the rotating shaft 110 rotates at a rotation speed that ensures a predetermined surge margin for the engine 10. The control cycle of the fuel flow rate based on the output of the rotation speed sensor 111 is, for example, several tens of milliseconds.

[0035] For example, the operating state of the compressor 11 is expressed on a performance map as shown in Fig. 2. Fig. 2 is a schematic diagram showing the relationship between the flow rate and the pressure ratio (ratio of inlet total pressure to outlet total pressure) in the compressor 11. When the rotation speed of the rotary shaft 110 increases suddenly from the operating point indicated by A in the figure, the pressure ratio increases but the flow rate does not increase suddenly. For this reason, if the increase in the rotation speed is large, in the process of the operating point A transitioning to the target operating point indicated by B in the figure (the operating point corresponding to the suddenly increased rotation speed), the pressure ratio may exceed the surge limit as indicated by the dashed arrow, which may have an adverse effect on the safe operation of the compressor 11 and in turn the engine 10. For this reason, at a certain flow rate, the upper limit of the rotation speed (N limit ) and the rotation speed must be controlled so as not to exceed this.

[0036] Meanwhile, the generator 20 obtains the power required by the downstream electrical equipment (load 61) from the shaft power, and the converter 51 adjusts the current so that the desired power can be obtained while maintaining the downstream DC bus voltage. Here, in the generator 20, which shares the rotating shaft 110 with the engine 10, if the required power suddenly decreases due to a malfunction in the downstream electrical equipment or the operation of a circuit breaker that cuts off the power supply, the shaft torque of the generator 20, i.e., the generator current, suddenly decreases, causing the rotation speed of the compressor 11 to suddenly increase.

[0037] As an example, Figure 3 shows the relationship between the compressor rotation speed (N) and the generator current (I) when the pressure ratio of the compressor 11 exceeds the surge limit. In the figure, time t1 corresponds to the time when the circuit breaker operates. In the method of detecting a sudden increase in rotation speed with the rotation speed sensor 111 and restricting the fuel flow rate to keep the shaft rotation speed within a desired range, a sudden decrease in the generator current can occur in a time of less than a millisecond, and the fuel adjustment cannot be made in time, causing the rotation speed of the compressor 11 to exceed its upper limit (N limit ) can sometimes exceed

[0038] Therefore, in the power generation system 100 of this embodiment, a sudden decrease in the shaft torque of the generator 20 is determined based on the generator current detected by the ammeter 40, and the fuel flow rate is restricted before the rotation speed of the compressor 11 increases suddenly.

[0039] 4 is a block diagram showing the configuration of the control device 30. The control device 30 includes an acquisition unit 31, a determination unit 32, an output unit 33, and a memory .

[0040] The acquisition unit 31 acquires the detected value of the generator current from the ammeter 40 at a predetermined cycle, which may be, for example, 1 millisecond.

[0041] The determination unit 32 determines whether the reduction in the shaft torque of the generator 20 is equal to or greater than a predetermined value based on the acquired value of the generator current or its change over time. th ), or when the generator current value falls below a certain ratio of the previous current value, or when the time rate of change (dI / dt) of the amount of decrease in the generator current value exceeds a predetermined value, it is determined that the decrease in the shaft torque of the generator 20 is equal to or greater than a predetermined value. th ) is not particularly limited as long as it is a value that can detect the decrease in generator current that occurs when a problem occurs in the load 61 and the breaker operates.

[0042] When it is determined that the decrease in the shaft torque of the generator 20 is equal to or greater than a predetermined value, the output unit 33 generates a control signal for controlling the operating state of the engine 10. In this embodiment, when it is determined that the decrease in the shaft torque of the generator 20 is equal to or greater than a predetermined value, the output unit 33 is configured to output a control signal to the fuel injector 121 to control the power of the engine 10 by throttling (reducing) the flow rate of fuel introduced into the combustor 12. Examples of fuel flow rate throttling control include a method of setting the fuel flow rate to a flow rate that allows the engine 10 to operate at a rotation speed equivalent to idle operation (hereinafter also referred to as an idle operation equivalent flow rate), but the present invention is not limited to this, and a method of limiting the fuel flow rate in stages may also be adopted.

[0043] The memory 34 is configured with a storage element such as a semiconductor memory, etc. The memory 34 stores a program (software) for executing the acquisition unit 31, the determination unit 32, and the output unit 33 as functional blocks of the control device 30, as well as various parameters required for calculations.

[0044] 5 is a diagram showing an example of time variations in compressor rotation speed (N) and generator current (I), which explains the operation of the power generation system 100 of this embodiment. FIG. 6 is a flowchart showing an example of a processing procedure executed by the control device 30.

[0045] As shown in FIG. 6, the acquisition unit 31 acquires the current value of the generator current from the ammeter 40 (step 101). The determination unit 32 determines whether the current value (I) of the generator current acquired by the acquisition unit 31 is equal to or greater than a predetermined threshold value (I th ) is less than the threshold value (I th ) or more (“N” in step 102 ), the output unit 33 continues normal control of the fuel flow rate based on the output of the rotation speed sensor 111 .

[0046] On the other hand, at time t1 in FIG. 5, when a circuit breaker is activated to cut off the power supply due to a malfunction of the electrical equipment (load 61) downstream of the generator 20, the shaft torque of the generator 20, i.e., the generator current, exceeds the threshold value (I thIn response to this sudden decrease in the generator current, the determination unit 32 determines whether the current value (I) of the generator current is below a predetermined threshold value (I th ) (“Y” in step 102), and the output unit 33 outputs a control signal to the fuel injector 121 to reduce the fuel flow rate to a flow rate equivalent to idle operation (step 103).

[0047] In addition, the threshold value of the generator current (I th ) is not limited to a fixed value. For example, the generator current during normal operation (for example, the average value for several seconds or several tens of seconds) can be set as the reference current value (I ref ), the reference current value (I ref The first relative ratio (I / I) is the ratio of the generator current (I) to the ref ) is the reference current value (I ref ) for the generator current threshold (I th ) is the ratio of the second relative ratio (I th / I ref ), the generator current (I) falls below the threshold (I th ) may be determined to be less than the second relative ratio (I th / I ref The value of ) is not particularly limited, and is, for example, 0.5 (50%).

[0048] By the above-mentioned fuel flow rate throttling control, the power of the engine 10 is adjusted so that the rotational speed of the compressor 11 becomes the idle rotational speed. As a result, as shown in FIG. 5, the increase in the compressor rotational speed (N) caused by the sudden decrease in the generator current (I) is kept small, and the compressor rotational speed (N) is kept at the upper limit value (N limit ) can be prevented from exceeding the surge limit. As a result, as shown by the solid arrow in Figure 2, the operating state of the engine 10 can be transitioned from an operating point A before the malfunction occurs to an operating point B after the malfunction occurs without the compressor 11 exceeding the surge limit.

[0049] The above process is performed when the generator current value (I) exceeds the threshold value (I th) or more ("N" in step 104). On the other hand, if the sudden decrease in the generator current due to the above malfunction is resolved ("Y" in step 104), the control device 30 releases the throttle control of the fuel flow rate and returns to normal flow rate control (step 105).

[0050] As described above, according to this embodiment, even if the generator power suddenly decreases due to a malfunction of an electrical device that constitutes at least a part of the load 61, the compressor 11 can continue to operate safely without surging, and the engine 10, and therefore the aircraft, can continue to fly safely.

[0051] In particular, according to this embodiment, the fuel flow rate is throttled based on the output of the ammeter 40, which detects the generator current, so that a sudden decrease in the generator shaft torque due to a sudden decrease in the generator current can be detected before the rotation speed increases sharply, compared to when the fuel flow rate is adjusted based on the output of the rotation speed sensor 111. Furthermore, because the control cycle based on the generator current is performed in milliseconds, the fuel flow rate can be throttled before the rotation speed increases sharply.

[0052] <Second embodiment> 7 is a schematic diagram of a power generation system 200 according to a second embodiment of the present invention. The following mainly describes configurations that differ from the first embodiment, and configurations that are the same as those in the first embodiment are given the same reference numerals, and descriptions thereof will be omitted or simplified.

[0053] The power generation system 200 of this embodiment is an engine with a generator installed on an aircraft, and is similar to the first embodiment in that it is equipped with an engine 10, a generator 20, a control device 30, and an ammeter 40, but differs from the first embodiment in that it further includes a short circuit 80.

[0054] 8 is a circuit diagram showing the configuration of the short circuit 80. In this embodiment, the short circuit 80 is incorporated inside the converter 51. However, the short circuit 80 is not limited to this, and may be incorporated into the generator 20, or may be configured as a circuit independent of the converter 51, the generator 20, etc.

[0055] The short circuit 80 has switching elements 81 connected to the electromagnetic coils 20U (U phase), 20V (V phase), and 20W (W phase) of each phase of the generator 20. Each switching element 81 is configured to be able to switch the electromagnetic coils 20U to 20W of each phase to a short circuit line 82 upon receiving a control signal (switching signal) from the control device 30. The short circuit line 82 connects and shorts the terminals of the electromagnetic coils 20U to 20W of each phase via the switching elements 81. The switching elements 81 are typically configured as MOSFETs (Metal Oxide Semiconductor Field Effect Transistors).

[0056] 9 is a diagram showing an example of the change over time of the compressor rotation speed (N) and the generator current (I), which explains the operation of the power generation system 200 of this embodiment. The control device 30 detects whether the current value (I) of the generator current at time t1 is equal to or exceeds a predetermined threshold value (I th ), a control signal is output to each switching element 81 of the short circuit 80 to connect the electromagnetic coils 20U to 20W of each phase to the short circuit line 82. As a result, the terminals of the electromagnetic coils 20U to 20W of each phase of the generator 20 are short-circuited to each other.

[0057] When the electromagnetic coils 20U to 20W of each phase are short-circuited to each other, an induced electromotive force is generated in each of the electromagnetic coils 20U to 20W due to electromagnetic interaction with the rotor (permanent magnet) of the generator 20. In other words, when an induced current flows in each of the electromagnetic coils 20U to 20W, a predetermined electromagnetic force acts on the rotor to inhibit its movement, and a braking torque (electromagnetic brake torque) is generated in the generator 20.

[0058] Therefore, in this embodiment, as in the first embodiment, even if the generator shaft torque changes by more than a predetermined amount due to a malfunction of electrical equipment that constitutes at least a part of the load 61 and the generator power suddenly decreases, the compressor 11 can continue to operate safely without surging, and the engine 10, and therefore the aircraft, can continue to fly safely.

[0059] In this embodiment, the throttle control of the fuel flow rate by the control device 30 described in the first embodiment may or may not be used in combination. By using the throttle control of the fuel flow rate in combination, the effect of suppressing an increase in the compressor rotation speed (N) can be further enhanced.

[0060] As described above, the power generation system 200 of this embodiment is configured to control the operating state of the generator 20 based on a change in the generator current (I), i.e., the shaft torque of the generator 20, that is greater than or equal to a predetermined value. This makes it possible to realize appropriate control of the operating state in response to changes in the shaft torque of the generator 20. In particular, it is possible to prevent engine malfunctions caused by a sudden decrease in the shaft torque of the generator 20.

[0061] <Third embodiment> 10 is a schematic diagram of a power generation system 300 according to a third embodiment of the present invention. The following mainly describes configurations that differ from the first embodiment, and configurations that are similar to those in the first and second embodiments are given the same reference numerals, and descriptions thereof will be omitted or simplified.

[0062] The power generation system 300 of this embodiment is an engine with a generator installed on an aircraft, and is similar to the first embodiment in that it is equipped with an engine 10, a generator 20, a control device 30, and an ammeter 40. However, this embodiment differs from the first embodiment in that it is configured so that the power generated by the auxiliary generator 70 can be supplied to the generator 20.

[0063] In this embodiment, the control device 30 is configured to generate a control signal for controlling the converter 51 so that, when a sudden decrease in the generator current is detected based on the output of the ammeter 40, the power of the auxiliary power supply 70 supplied to the power distribution line 60 can be supplied to the generator 20. Even with this configuration, an electromagnetic braking torque can be applied to the rotor of the generator 20 by the current from the auxiliary generator 70 input to the electromagnetic coils 20U to 20W of each phase of the generator 20, so that a sudden decrease in the shaft torque of the generator 20 and a sudden increase in the compressor rotation speed can be suppressed in the same manner as shown in Fig. 9.

[0064] In this embodiment, the converter 51 functions as an inverter that converts the DC power supply of the power distribution line 60 into an AC signal that generates a braking torque for the generator 20, based on a control signal from the control device 30. The power supply source that supplies power that generates a braking torque to the generator 20 is not limited to the above-mentioned auxiliary generator 70, and may be, for example, a battery 62 that stores DC power. Note that various energy storage elements, such as a flywheel, may be used as the battery 62.

[0065] As described above, the power generation system 300 of this embodiment is configured to control the operating state of the generator 20 based on a change in the generator current (I), i.e., the shaft torque of the generator 20, that is greater than or equal to a predetermined value, as in the second embodiment. This makes it possible to realize appropriate control of the operating state in response to changes in the shaft torque of the generator 20. In particular, it is possible to prevent engine malfunctions caused by a sudden decrease in the shaft torque of the generator 20.

[0066] In this embodiment, the throttle control of the fuel flow rate by the control device 30 described in the first embodiment may or may not be used in combination. By using the throttle control of the fuel flow rate in combination, the effect of suppressing an increase in the compressor rotation speed (N) can be further enhanced.

[0067] <Modification> For example, in the above embodiment, the prevention of a sudden increase in the compressor rotation speed due to a sudden decrease in the generator current or generator shaft torque that occurs when a current is interrupted due to a malfunction of the load 61 connected to the power distribution line downstream of the generator 20 has been described, but the present invention is not limited to this. For example, according to the present invention, it is also possible to prevent a sudden increase in the compressor rotation speed due to a sudden decrease in the generator current or generator shaft torque that occurs due to an open circuit failure of the electromagnetic coil of the generator 20.

[0068] Furthermore, in each of the above embodiments, an example has been described in which the controller 30 is the entity that detects a sudden decrease in the generator current or generator shaft torque based on the output of the ammeter 40, but the converter 51 may detect a sudden decrease in the generator current or generator shaft torque based on the output of the ammeter 40. In this case, the controller 30 may perform throttling control of the fuel flow rate or switching control of the short circuit 22, etc., in accordance with the detection result from the converter 51.

[0069] Furthermore, the power generation system according to the present invention can be applied to all types of generators connected to aircraft engine shafts (from small aircraft to passenger planes, unmanned aerial vehicles, etc.). In the above embodiment, the generator 20 connected to the engine shaft of an aircraft has been described, but the present invention is not limited to this and can be applied to any generator connected to the engine shaft of a ship or the like. [Explanation of symbols]

[0070] 10...Engine 11...Compressor 12...Combustor 13...Turbine 20...Generator 21...Drive shaft 30...Control device 40…Ammeter 51,52...Converter 61...Load 62...Battery 70...Auxiliary generator 80...Short circuit 81...Switching element 82...Short circuit line 100, 200, 300... Power generation system 111...Rotational speed sensor 121…Fuel injector

Claims

1. an engine having a compressor including a rotating shaft; a generator connected to the rotating shaft and generating electricity using the rotational force of the rotating shaft; a detection unit that detects a shaft torque of the generator; a control unit that controls an operating state of the engine or the generator based on the shaft torque; Equipped with The control unit controls the operating state to suppress an increase in the rotation speed of the compressor when it determines that the decrease in the shaft torque is equal to or greater than a predetermined value. Power generation system.

2. The power generation system according to claim 1, The control unit controls the power of the engine when it determines that the decrease in the shaft torque is equal to or greater than a predetermined value. Power generation system.

3. The power generation system according to claim 2, the engine further includes a combustor that burns a mixture of air compressed by the compressor and fuel, and a turbine that is connected to the rotary shaft and rotated by combustion gas discharged from the combustor, The control unit executes control to reduce the amount of fuel introduced into the combustor when it determines that the decrease in the shaft torque is equal to or greater than a predetermined value. Power generation system.

4. The power generation system according to claim 1, The control unit controls the power of the generator when it determines that the reduction in the shaft torque is equal to or greater than a predetermined value. Power generation system.

5. The power generation system according to claim 4, When the control unit determines that the reduction in the shaft torque is equal to or greater than a predetermined value, the control unit executes control to cause the generator to generate a braking torque. Power generation system.

6. The power generation system according to claim 5, The braking torque is an electromagnetic brake torque. Power generation system.

7. The power generation system according to claim 6, the power generation system further includes a short circuit that short-circuits terminals of the multi-phase electromagnetic coils in the generator; When the control unit determines that the reduction in the shaft torque is equal to or greater than a predetermined value, the control unit executes control to short-circuit the terminals of the electromagnetic coil of each phase using the short circuit. Power generation system.

8. The power generation system according to claim 6, further comprising a power supply connected to the generator; When the control unit determines that the decrease in the shaft torque is equal to or greater than a predetermined value, the control unit executes control to supply electric power from the electric power supply source to the generator. Power generation system.

9. The power generation system according to any one of claims 1 to 8, The detection unit includes an ammeter that detects the generated current of the generator. Power generation system.

10. The power generation system according to any one of claims 1 to 9 is provided. aircraft.

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