JP2020083063A - Power supply device and air vehicle - Google Patents

Abstract

To cool a power generator to inhibit reduction of electric power output from the power generator.SOLUTION: In a power supply device, a hollow cylindrical housing which houses a power generator which supplies electric power to an electric power load of an air vehicle, a drive part which drives the power generator, a fuel tank which supplies a fuel to the drive part, and an air intake part which takes outer air thereinto to supply the outer air to the drive part is connected to an airframe exterior part of the air vehicle through a connection part. The air intake part includes: an inlet part which is formed on an outer peripheral surface of the housing and takes outer air of the housing thereinto; an introduction passage communicating with the inlet part and formed at an interior of the housing; and an outlet part which supplies the air taken from the inlet part to the drive part through the introduction passage. A heat sink which radiates heat of the power generator is disposed at an outer periphery part of the power generator. The heat sink is disposed in a passage in which the air flows from the inlet part to the drive part.SELECTED DRAWING: Figure 2

Description

The present invention relates to a power supply device that supplies electric power to a propulsion device for an aircraft and an aircraft provided with the power supply device outside the fuselage.

Patent Document 1 discloses an electric propulsion aircraft in which a propulsion power supply device (engine, generator, fuel tank, etc.) for driving the propulsion device is arranged inside the body.

U.S. Pat. No. 9,248,908

However, when the power supply device is arranged in the airframe of the aircraft as disclosed in Patent Document 1, it is difficult to secure a cabin space in the airframe, maintenance is deteriorated when an engine fails, and maintainability is improved. If the commercial flight is hindered due to the decrease, the profit of the customer may be decreased.

On the other hand, a generator that supplies electric power to the power load of the aircraft, a drive device that drives the generator (a gas turbine engine including a compressor, a combustor, a turbine, etc.), a fuel tank that supplies fuel to the drive device, If the configuration of the power supply unit in which the two are packaged in one is arranged outside the aircraft, the temperature of the generator becomes high due to the vicinity of the drive unit, and the resistance of the coil conductor of the stator coil increases due to the high temperature. This leads to a decrease in output power.

The present invention solves the above problems, and provides a power supply device capable of suppressing a reduction in the power output from the generator by cooling the generator.

A power supply device according to one aspect of the present invention includes a generator that supplies electric power to an electric load of a flying vehicle, a drive unit that drives the generator, a fuel tank that supplies fuel to the drive unit, and an external air source. A hollow cylindrical housing for accommodating and supplying an air intake part to the drive part is a power supply device connectable to the outside of the aircraft body via a connection part,
The air intake section,
An inlet portion formed on the outer peripheral surface of the housing for taking in air outside the housing;
An introduction passage formed inside the housing, which is in communication with the inlet portion;
An outlet portion for supplying the air taken in from the inlet portion to the drive portion through the introduction passage,
A heat sink that dissipates the heat of the generator is arranged on an outer peripheral portion of the generator, and the heat sink is arranged in a passage through which air flows from the inlet portion toward the drive portion. To do.

According to the present invention, it is possible to provide a power supply device capable of suppressing reduction in the power output from the generator by cooling the generator.

FIG. 3 is a schematic diagram of an aircraft including the power supply device according to the embodiment. FIG. 3 is a block diagram showing a functional configuration of the power supply device according to the embodiment. The figure which shows the concrete structure of the electric power generation part PG. The figure which shows the cross-section of the air intake part (INT, INT2). The figure which shows the cross-section about the modification of the air intake part INT. FIG. 5 is a diagram exemplifying a drive mechanism for driving a movable member. The control block diagram for controlling opening and closing of the movable member in an auxiliary air intake part. The control block diagram for controlling opening and closing of the movable member in an air intake and an auxiliary air intake part. The schematic diagram which shows the state which fractured|ruptured a part of housing in a yz plane. The figure explaining the flow of passage switching control.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The components described in this embodiment are merely examples, and the present invention is not limited to the following embodiments.

[Outline of Aircraft]
FIG. 1A is a schematic diagram of an aircraft 10 including a power supply device 100 according to an embodiment of the present invention. In the figure, arrows x, y, and z indicate the front-back direction, the width direction (left-right direction), and the vertical direction of the flying body 10. The flying vehicle 10 of the present embodiment is an electric propulsion type flying vehicle that uses the motors 305 and 306 as a driving source, and is particularly a helicopter.

The aircraft 10 includes an airframe 200, a main rotor 202 provided on an upper part of the airframe 200, a tail rotor 203 provided on a rear part of the airframe 200, and a skid 204. The motor 305 is a drive source that rotates the main rotor 202, and the motor 306 is a drive source that rotates the tail rotor 203. The driving of the motors 305 and 306 is controlled by the control device 207 by the electric power supplied from the power supply device 100.

The power supply device 100 functions as a main power source of the flying vehicle 10, and supplies electric power to each power load of the flying vehicle 10 in addition to the driving power of the motors 305 and 306.

The power supply device 100 includes a housing HS that forms an outer wall of the power supply device 100, and a plurality of connecting portions (hereinafter, “separation mechanism SP”) configured to connect or separate the housing HS and the machine body 200. A plurality of (two in this case) separation mechanisms SP are provided separately in the x direction. The housing HS is separated from the machine body 200 and is connected by the separation mechanism SP. The housing HS is disposed outside the machine body 200, and in the case of the present embodiment, is hung and supported by the bottom wall of the machine body 200 at the center in the y direction via the separation mechanism SP. By disposing the housing HS outside the machine body 200, it is possible to prevent the power supply device 100 from occupying the internal space of the machine body 200, and to enlarge the cabin, improve the layout of other components, or supply power. This contributes to improving the maintainability of the device 100.

The housing HS has an outer shape that is long in the x direction. In the case of the present embodiment, in particular, the housing HS has an elongated pod-shaped outer shape in the x direction. In other words, the x direction is the longitudinal direction of the housing HS. By the housing HS having such an outer shape, the air resistance during forward flight of the air vehicle 10 can be reduced while the housing HS is arranged outside the machine body 200. The housing HS of this embodiment is also a cylindrical hollow body that is long in the x direction. The influence of cross wind can be made smaller.

The housing HS can be formed, for example, by connecting a plurality of cylindrical parts in the x direction. Of the front end portion 100a and the rear end portion 100b in the x direction of the housing HS, the front end portion 100a has a taper shape whose diameter decreases toward the front side, and is a hemispherical shape in the present embodiment, but a triangular pyramid shape. May be By thus tapering the tip portion 100a, the air resistance during forward flight of the flying object 10 can be further reduced.

[Outline of power supply]
FIG. 1B is a block diagram showing a functional configuration of the power supply device 100 according to the embodiment of the present invention. Aircraft 10 having propulsion device 300 that generates propulsive force based on electric power has power supply device 100 and airframe 200 (airframe body), and power supply device 100 is connected to the outside of airframe 200. Here, the propulsion device 300 includes the main rotor 202 that uses the motor 305 as a drive source and the tail rotor 203 that uses the motor 306 as a drive source, as described in FIG. 1A. The power supply device 100 supplies the generated electric power to the control device 207 of the machine body 200, and the control device 207 controls the driving of the motors 305 and 306 based on the supplied electric power. In FIG. 1B, the x direction is the flight direction in which the air vehicle 10 is propelling and is the longitudinal direction in the power supply device 100. The y direction is the width direction of the housing HS, and the z direction is the vertical direction of the housing HS orthogonal to the longitudinal direction (x direction) and the width direction (y direction) of the housing HS.

The power generation unit PG includes a power generator GE and a drive unit DR (gas turbine engine), and the power generator GE generates power by the output of the drive unit DR. Here, the drive unit DR (gas turbine engine) includes a compressor COM, a combustor BST, and a turbine TB, and generates power for rotationally driving the generator GE.

The power generation unit PG (generator GE, compressor COM, combustor BST, and turbine TB) uses the propulsion device 300 (main rotor 202, tail rotor 203, motors 305, 306) of the aircraft 10 that generates propulsive force. Supply power to drive.

The power supply device 100 includes a power generation unit PG (generator GE, compressor COM, combustor BST, turbine TB) and a storage unit FT (fuel that stores fuel and supplies fuel to the combustor BST of the power generation unit PG. A housing HS that houses a tank) and an air intake unit (INT, INT2) that supplies external air to the compressor COM of the electric power generation unit PG includes a separation mechanism SP that is detachable from the airframe 200 of the aircraft 10. Are connected through.

As shown in FIG. 1B, in the housing HS of the power supply device 100, a storage part FT (fuel tank), an air intake part (INT, INT2), and a power generation part PG (generator GE, drive part DR (gas turbine engine). : Compressor COM, combustor BST, turbine TB)) are integrally packaged, and the power supply device 100 is vertically connected to the lower surface side of the machine body 200 via the separation mechanism SP.

The inlet portions 110 and 111 of the air intake portions (INT, INT2) are formed on the outer peripheral surface of the housing HS and take in the air outside the housing HS. The air taken in by the inlet 110 of the air intake INT is introduced into the compressor COM through the introduction passage formed inside the housing. Further, the air taken in by the auxiliary inlet section 111 of the air intake section INT2 is introduced into the compressor COM. Details of the air intake units (INT, INT2) will be described later with reference to FIGS. 2 and 3.

FIG. 1C is a diagram showing a specific configuration of the power generation unit PG (generator GE, drive unit DR (gas turbine engine)), and this portion corresponds to the portion A in FIG. The drive unit DR (gas turbine engine) includes a rotation shaft 60 that is provided coaxially with the rotation axis C of the housing HS. By providing the rotary shaft 60 coaxially with the rotary axis C, a larger drive unit DR (gas turbine engine) can be housed in the cylindrical housing HS without waste of space.

The compressor COM of the drive unit DR (gas turbine engine) includes an impeller 61a attached to the rotating shaft 60 and a diffuser 61b. Due to the rotation of the impeller 61a, the air taken in from the air intake section (INT, INT2) is sent to the compression chamber 62 while being compressed via the diffuser 61b.

The compressed air in the compression chamber 62 flows into the combustor BST through the opening 63a provided in the peripheral wall of the combustor BST and other openings. The combustor BST is provided with a plurality of fuel injection nozzles 64 in the circumferential direction of the rotation axis C. The fuel stored in the storage part FT (fuel tank) is supplied to the fuel injection nozzle 64 via a pipe (not shown), and the fuel injection nozzle 64 injects the fuel into the combustor BST. At the time of starting, the air-fuel mixture in the combustor BST is ignited by an ignition device (not shown), and thereafter, the air-fuel mixture is continuously combusted in the combustor BST.

The combustion gas flow having a high temperature and high pressure in the combustor BST is ejected from the turbine nozzle 65 to the cylindrical exhaust pipe 67 coaxial with the central axis C, and in the process, the turbine TB attached to the rotary shaft 60 is discharged. Rotate. The turbine TB, the rotating shaft 60, and the impeller 61a rotate integrally. An exhaust portion 100c, which is an opening communicating with the exhaust pipe 67, is formed at the rear end portion 100b of the housing HS, and the combustion gas flow (exhaust flow) is discharged to the rear of the housing HS.

In the present embodiment, the drive unit DR (gas turbine engine) is arranged adjacent to the rear end portion 100b of the housing HS, so that exhaust to the rear can be smoothly performed. In the case of the present embodiment, the drive unit DR (gas turbine engine) is intended exclusively for driving the generator GE, and it is assumed that the exhaust flow is positively used for the propulsive force of the aircraft 10. Although not provided, a mode in which it is used as an auxiliary propulsive force can also be adopted.

The generator GE includes a rotating shaft 50 coaxial with the rotating shaft 60. That is, the rotating shaft 50 is also provided coaxially with the central axis C, and a larger generator GE can be accommodated in the interior of the cylindrical housing HS without waste of space. Bearings 50a that rotatably support the rotary shaft 50 (and the rotary shaft 60) are provided at both ends of the generator GE in the x direction.

A rotor RT such as a permanent magnet is provided on the rotating shaft 50, and a stator ST such as a coil is provided around the rotor RT. A plurality of heat sinks 170 for cooling are provided around the stator ST in the circumferential direction of the rotating shaft 50 to cool the generator GE by air cooling.

The control device 107 provided in the power supply device 100 includes a circuit that controls the power generation of the generator GE and a circuit that controls the drive of the drive unit DR (gas turbine engine). An auxiliary power supply such as a lead battery may be provided as a power supply when the control device 107 is started, and the auxiliary power supply may be provided in the power supply device 100, or by using the auxiliary power supply provided on the machine body 200 side. Good. The electric power generated by the generator GE is supplied to the control device 207 of the machine body 200 via a cable (not shown). The cable may pass through the inside of the separation mechanism SP. The control device 107 of the power supply device 100 and the control device 207 of the machine body 200 may be communicable, and the control device of the power supply device 100 may perform power generation control according to a command from the control device 207 of the machine body 200. ..

In the power supply device 100 having such a configuration, the drive unit DR (gas turbine engine) is driven by the fuel stored in the storage unit FT (fuel tank), and the rotation shaft 50 that is the output thereof rotates the rotation shaft 50. Then, the generator GE generates electricity. The generated power is supplied to the control device 207 of the machine body 200 and used to drive the motors 305 and 306 for the propulsion device 300 (main rotor 202, tail rotor 203).

Since the power supply device 100 is arranged outside the machine body 101, the degree of freedom in designing the machine body 101 of the aircraft 10 can be improved. For example, it is possible to secure a wider cabin space inside the machine body 200 and improve passenger comfort. Further, noise and vibration due to the operation of the power supply device 100 are reduced as compared with the case where the power supply device 100 is provided inside the machine body 200, and the quietness is improved. Further, the inside of the power supply device 100 can be accessed more easily than in the case where the power supply device 100 is provided inside the machine body 200, the maintenance thereof can be facilitated, and the maintenance load is reduced.

[Structure of air intake section (INT, INT2)]
The power supply device 100 of the present embodiment has a plurality of air intake parts (INT, INT2) arranged in the longitudinal direction (x direction). The air intake part INT is an air intake part provided on the front side in the longitudinal direction, and the air intake part INT2 (hereinafter, also referred to as an auxiliary air intake part INT2) is an air intake part provided on the rear side in the longitudinal direction. ..

(Structure of air intake unit INT)
First, the structure of the air intake part INT provided on the front side in the longitudinal direction of the housing HS will be described. FIG. 2 is a diagram showing a cross-sectional structure of the air intake section (INT, INT2) on the xz plane, and the cross-sectional structure of FIG. 2 corresponds to the B section of FIG. 1C. As shown in FIG. 2, the intake part INT provided on the front side in the longitudinal direction of the housing HS is formed on the outer peripheral surface of the housing HS and has an inlet part 110 for taking in air outside the housing HS and an inlet part 110. An inlet passage that is in communication with the housing HS and is formed in the housing HS, and an outlet portion that supplies the air taken in from the inlet portion 110 to the compressor COM of the drive unit DR (gas turbine engine) via the inlet passage 120. Having 130.

The inlet 110 is formed in an annular shape along the outer peripheral surface of the housing HS. Further, the introduction passage 120 is connected to one end 112 of the inlet portion 110 inside the housing HS and is formed inside the housing HS, and is connected to the other end 114 of the inlet portion 110 inside the housing HS. And an outer cylinder wall 150 that covers the. An outlet portion 130 that supplies air to the compressor COM of the drive portion DR is formed at the terminal end portion of the introduction passage 120.

As shown in FIG. 2, since the inlet portion 110 of the air intake portion INT does not protrude to the outside of the housing HS, air resistance is reduced and propulsion efficiency can be improved. The introduction passage 120 is formed so as to be inclined from the inlet 110 toward the rear in the longitudinal direction of the housing HS. By configuring the introduction passage 120 communicating with the inlet 110 to be inclined with respect to the outer peripheral surface of the housing HS, the pressure loss of the inlet 110 and the introduction passage 120 when the forward speed of the aircraft 10 is generated. Can be reduced. As a result, compared to the case where the introduction passage is formed at a right angle to the outer peripheral surface, it is possible to easily take in air from the inlet portion 110, and the air flowing near the outer peripheral surface of the housing HS is easily taken into the introduction passage. It will be possible.

Further, as shown in FIG. 2, the end of the inner cylindrical wall 140 of the introduction passage 120, which is connected to the surface of the housing HS (one end 112 of the inlet 110), is formed into a curved surface. By forming the end portion (corner portion) of the inner cylindrical wall 140 with a curved surface and eliminating the portion protruding from the surface (outer peripheral surface) of the housing HS, air resistance is reduced and air flowing near the outer peripheral surface of the housing HS is reduced. Can be easily taken in from the inlet 110, and the air resistance can be reduced.

The generator GE is arranged in front of the drive unit DR (compressor COM, combustor BST, turbine TB) and below the introduction passage 120, and the generator GE is provided on the outer peripheral portion of the stator ST of the generator GE. A heat sink 170 that radiates heat is arranged, and the heat sink 170 is arranged in a passage through which air flows from the inlet 110 toward the compressor COM of the drive unit DR. That is, the heat sink 170 is disposed between the outlet section 130 and the compressor COM of the drive section DR.

FIG. 6 is a schematic diagram of the housing HS showing a state in which a part of the housing HS is broken in the yz plane. In the introduction passage 120, a support member that connects the inner cylinder wall 140 and the outer cylinder wall 150 is provided in the radial direction of the introduction passage 120, and the support member provided in the radial direction is the circumference of the introduction passage 120. It is composed of a plurality of struts 160 arranged in the direction. As shown in FIG. 6, a plurality of heat sinks 170 arranged in the circumferential direction are formed behind the struts 160.

When the air taken in from the inlet part 110 flows into the introduction passage 120, the generator GE is cooled by the heat radiation from the heat sink 170, and by cooling the generator GE, the reduction of the electric power output from the generator GE is suppressed. It is possible to improve the propulsion efficiency.

(Structure of the auxiliary air intake unit INT2)
Next, the structure of the air intake portion (auxiliary air intake portion INT2) provided on the rear side in the longitudinal direction of the housing HS will be described. As described with reference to FIG. 2, it is possible to cool the generator GE by installing a heat sink 170 such as a heat radiation fin around the stator ST of the generator GE. Here, since the heat sink 170 is set so as to meet the cooling requirement of the generator even under the condition that the outside air temperature that is taken in is high, the capacity of the heat sink should normally be small if the outside air temperature is low. That is, although the pressure loss due to the heat sink should be small, if the heat sink is arranged according to the high temperature state, it may result in excessive pressure loss.

FIG. 5A is a control block diagram of the control device 107 that controls opening/closing of the movable member 505 in the auxiliary air intake unit INT2. The auxiliary air intake part INT2 provided on the rear side in the longitudinal direction of the housing HS is an air intake part that functions as a bypass of the air intake part INT provided on the front side, and the control part 501 shown in FIG. When the temperature of the machine GE is lower than the threshold temperature, the operation of the movable member 505 is controlled so that the air is caused to flow from the introduction passage 120 of the air intake portion INT having a high pressure loss to the auxiliary introduction passage 121 on the side of the auxiliary air intake portion INT2. ..

That is, the control unit 501 opens the auxiliary air intake unit INT2 based on the temperature of the generator GE detected by the temperature detection unit in order to reduce the pressure loss due to the heat sink 170. As a result, the air inflow from the auxiliary air intake part INT2 side, which has a smaller air resistance than the air resistance in the heat sink 170 on the downstream side of the air intake part INT, becomes dominant, and as a result, the pressure loss is reduced. become.

In the control block diagram of FIG. 5A, when the detection result of the temperature detection unit is input to the control unit 501, the control unit 501 drives the actuator 503 based on the detection result of each sensor to open/close the movable member 505. To control. A drive mechanism for driving the movable member 505 will be described later with reference to FIG.

Here, the temperature detection unit includes an outside air temperature sensor 510 for detecting the outside air temperature of the flying body 10, a generator temperature sensor 520 for detecting the temperature of the generator GE, a machine speed sensor for detecting the body speed of the flying body 10, and the like. An altitude sensor 530 is included to detect the altitude of the air vehicle 10.

As shown in FIG. 2, the power supply device 100 is provided at a position rearward of the heat sink 170 and includes an auxiliary air intake unit INT2 that takes in external air and supplies it to the compressor COM of the drive unit DR. The auxiliary air intake unit INT2 is formed on the outer peripheral surface of the housing HS and the movable member 505 that can be opened and closed according to the temperature of the generator GE detected by the temperature detection unit (for example, the generator temperature sensor 520), and is a movable member. 505 has an auxiliary inlet 111 (opening) for taking in air outside the housing HS in an open state.

The movable member 505 is arranged in the opening surface of the auxiliary inlet portion 111 so as to be flush with the outer peripheral surface of the housing HS, and the air outside the housing HS is allowed to flow while the movable member 505 is open. The air intake is shut off when the movable member 505 is closed.

The auxiliary air intake part INT2 is formed inside the housing HS and communicates with the auxiliary inlet part 111 when the movable member 505 is open, and the air taken in from the auxiliary inlet part 111. And an outlet section 131 that supplies the compressor COM of the drive section DR disposed rearward of the outlet section 131. As shown in FIG. 6, a plurality of auxiliary inlet portions 111 are provided on the outer peripheral surface of the housing HS at predetermined intervals in the circumferential direction.

When the movable member 505 is opened, the intake of air from the front inlet 110 is reduced due to the pressure loss created by the heat sink 170. When the temperature of the generator GE is lower than the predetermined threshold temperature, the movable member 505 of the auxiliary air intake part INT2 is opened, and the air is supplied to the drive part DR through the auxiliary introduction passage 121 (bypass passage) communicating with the auxiliary inlet part 111. By supplying, it becomes possible to reduce unnecessary pressure loss.

(Modification of the air intake unit INT)
FIG. 5B is a control block diagram of the control device 107 that controls opening/closing of the movable member 504 in the air intake unit INT and opening/closing of the movable member 505 in the auxiliary air intake unit INT2. A modified example of the air intake unit (INT) using this control block diagram will be described. FIG. 3 is a diagram showing a cross-sectional structure regarding a modified example of the air intake unit INT. In the modified example shown in FIG. 3, the air intake part INT arranged in front of the auxiliary air intake part INT2 corresponds to the temperature GE of the generator detected by the temperature detection part (for example, the generator temperature sensor 520). And a movable member 504 that can be opened and closed. The control unit 501 drives the actuators 502 and 503 based on the detection result of each sensor to control the opening and closing of the movable members 504 and 505. A drive mechanism for driving the movable member 505 will be described later with reference to FIG.

The inlet part 110 of the air intake part INT is formed in an annular shape along the outer peripheral surface of the housing HS, and the plurality of movable members 504 are provided on the outer peripheral surface of the housing HS at predetermined intervals in the circumferential direction. ..

The movable member 504 of the air intake unit INT is a movable member similar to the movable member 505 of the auxiliary air intake unit INT2 described in FIG. 2, and opening/closing of the movable member 504 is controlled by the control unit 501. The movable member 504 is arranged in the opening surface of the inlet 110, and the air outside the housing HS is taken in from the inlet 110 when the movable member 504 is open, and the air is taken in when the movable member 504 is closed. Shut off.

(Drive Mechanism for Driving Movable Members 504, 505)
FIG. 4 is a diagram exemplifying a drive mechanism for driving the movable members 504 and 505. FIG. 4A is a front view (cross-sectional view) of the drive mechanism as viewed from the yz plane. The drive mechanism is actually formed in an annular cross section having a curvature, but here, for the sake of easy understanding of the description, it is illustrated as a linear cross-sectional structure with an infinite curvature. In the coordinate system of FIG. 4A, the horizontal direction is the circumferential direction of the housing HS, and the vertical direction is the radial direction of the housing HS.

4B is a diagram schematically showing the radial slider 401 and the slider guides (circumferential slider guide 420, radial slider guide 430) in FIG. 4A. Further, FIG. 4C is a side view (cross-sectional view) of the drive mechanism as seen from the xz plane. In the coordinate system of FIG. 4C, the direction perpendicular to the paper surface is the circumferential direction of the housing HS, and the vertical direction corresponds to the radial direction of the housing HS.

As shown in FIG. 4A, the circumferential slider guide 420 is mechanically joined to the housing HS via a joining member 418. Further, the radial slider guide 430 is formed on the circumferential slider guide 420. The radial slider guide 430 is formed with an opening 435 through which the radial slider 401 can slide in the vertical direction (z direction).

The circumferential slider 402 is connected to actuators 502 and 503 composed of, for example, motors and hydraulic pistons, and can be moved in the direction of arrow 410 by driving the actuators 502 and 503. Here, for example, as shown in FIG. 4B, the circumferential slider 402 is moved by being guided in circumferential movement by a circumferential slider guide 420 having a U-shaped cross section. When the driving force is transmitted to the circumferential slider 402 by driving the actuators 502 and 503 based on the control of the control unit 501, the circumferential slider 402 is guided by the circumferential slider guide 420 to move in the direction of the arrow 410 (the circumferential direction). Direction).

A wedge-shaped cam surface 470 is formed on the circumferential slider 402, and the wedge-shaped cam surface 470 and the lower surface of the radial slider 401 are in contact with each other. When the circumferential slider 402 moves in the direction of arrow 410 (circumferential direction) by driving the actuators 502 and 503, the lower surface of the radial slider 401 that abuts the wedge-shaped cam surface 470 is pushed up along the wedge-shaped cam surface 470, The direction slider 401 moves up in the direction of arrow 415.

When the circumferential slider 402 moves in the direction opposite to the arrow 410 (circumferential direction) by driving the actuators 502 and 503 in the opposite direction, the lower surface of the radial slider 401 that abuts the wedge-shaped cam surface 470 is wedge-shaped cam surface. Down along 470, radial slider 401 descends.

As shown in FIG. 4C, the tip end portion 460 of the radial slider 401 is connected to the open/close crank arm 450. The open/close crank arm 450 is rotatably supported around a fulcrum 440 held on the inner surface side of the housing HS. The movable member 504 (or the movable member 505) described in FIGS. 2 and 3 is formed at the tip of the open/close crank arm 450. When the radial slider 401 moves up in the direction of arrow 415, the open/close crank arm 450 rotates around the fulcrum 440 in the direction of arrow 480. When the open/close crank arm 450 rotates, the movable member 504 (or the movable member 505) formed at the tip of the open/close crank arm 450 also rotates in the direction of arrow 480, and the movable member is opened.

Similarly, when the radial slider 401 descends, the open/close crank arm 450 rotates around the fulcrum 440 in the direction opposite to the arrow 480. When the opening/closing crank arm 450 rotates in the direction opposite to the arrow 480, the movable member 504 (or the movable member 505) formed at the tip of the opening/closing crank arm 450 also rotates in the direction opposite to the arrow 480, and the movable member is closed. Becomes According to the drive mechanism as shown in FIG. 4, the controller 501 controls the actuators 502 and 503 to control the opening and closing of the movable members 504 and 505.

(Passage switching control)
FIG. 7 is a diagram illustrating a flow of passage switching control executed by the control unit 501. In the description of FIG. 7, the movable members 504 and 505 are arranged on the front side and the rear side of the housing HS, but the movable member 505 is arranged only on the rear side of the housing HS. The same applies to the configuration shown in FIG.

First, in step S10, the temperature information of the generator GE is acquired. The control unit 501 collects temperature information from the temperature detection unit (outside air temperature sensor 510, generator temperature sensor 520, machine speed sensor or altitude sensor 530), and acquires temperature information of the generator GE. The control unit 501 can acquire the temperature information of the generator GE based on the detection result of the generator temperature sensor 520. At this time, the detection results of the outside air temperature sensor 510, the machine speed sensor, and the altitude sensor 530. Can be used as an auxiliary to correct the temperature information of the generator GE.

In step S20, the control unit 501 determines whether the temperature of the generator GE is equal to or higher than the threshold temperature. When the temperature of the generator GE is equal to or higher than the threshold temperature (S20-Yes), the control unit 501 advances the process to step S30.

In step S30, the control unit 501 controls the actuator 502 so that the movable member 504 in the air intake unit INT provided on the front side in the longitudinal direction of the housing HS is opened. In addition, the control unit 501 controls the actuator 503 so that the movable member 505 in the auxiliary air intake unit INT2 provided on the rear side in the longitudinal direction of the housing HS is closed.

As a result, when air is taken in from the inlet 110 of the air intake INT, the air flows into the introduction passage 120. When the air flows through the introduction passage 120, the generator GE is cooled by the heat radiation from the heat sink 170, and by cooling the generator GE, it is possible to suppress the reduction of the electric power output from the generator GE, and the propulsion efficiency is improved. Can be improved.

On the other hand, when it is determined in step S20 that the temperature of the generator GE is lower than the threshold temperature (S20-No), the control unit 501 advances the process to step S40.

In step S40, the control unit 501 controls the actuator 502 so that the movable member 504 in the air intake unit INT provided on the front side in the longitudinal direction of the housing HS is closed. Further, the control unit 501 controls the actuator 503 so that the movable member 505 in the auxiliary air intake unit INT2 provided on the rear side in the longitudinal direction of the housing HS is opened.

Accordingly, when the temperature of the generator GE is lower than the predetermined threshold temperature, the inlet 110 is blocked so that the air does not flow into the introduction passage 120 passing through the heat sink 170, and the movable member of the auxiliary air intake INT2. By opening 505 and supplying air to the drive unit DR through the auxiliary introduction passage 121 that does not pass through the heat sink 170, it is possible to reduce unnecessary pressure loss.

When the process of this step is applied to the configuration of FIG. 2, the movable member 504 is not arranged in the configuration of FIG. 2, but by opening the movable member 505 of the auxiliary air intake part INT2, the pressure loss caused by the heat sink 170 is caused. The intake of air from the front inlet part 110 is reduced, and the air is taken in from the side of the auxiliary air intake part INT2 by driving the compressor COM. Also in the configuration shown in FIG. 2, it is possible to reduce unnecessary pressure loss by supplying air to the drive unit DR through the auxiliary introduction passage 121 communicating with the auxiliary inlet portion 111.

[Summary of Embodiments]
Configuration 1. The power supply device (for example, 100 in FIGS. 1A and 1B) of the above-described embodiment is a generator that supplies electric power to power loads (for example, motors 305 and 306) of a flying vehicle (for example, 10 in FIGS. 1A and 1B). (For example, GE in FIG. 1B), a drive unit that drives the generator (GE) (for example, DR (gas turbine engine) in FIG. 1B), and a storage unit that supplies fuel to the drive unit (DR) ( For example, a hollow cylindrical housing that houses the TN shown in FIG. 1B (fuel tank) and an air intake section (for example, INT, INT2 shown in FIG. 1B) that takes in external air and supplies it to the drive section (DR). (For example, HS in FIGS. 1A and 1B) is a power supply device (100) that can be connected to the outside of the airframe of the flying object via a connection portion (for example, the separation mechanism SP in FIGS. 1A and 1B),
The air intake part (INT) is
An inlet portion (for example, 110 in FIG. 2) formed on the outer peripheral surface of the housing (HS) for taking in air outside the housing (HS),
An introduction passage (for example, 120 in FIG. 2) formed in the housing (HS) so as to communicate with the inlet portion (110);
An outlet part (for example, 130 in FIG. 2) that supplies the air taken in from the inlet part (110) to the drive part (DR) through the introduction passage (120),
A heat sink (for example, 170 in FIG. 2) that dissipates the heat of the generator (GE) is arranged on the outer periphery of the generator (GE),
The heat sink (170) is arranged in a passage through which air flows from the inlet part (110) toward the driving part (DR).

According to the power supply device of the configuration 1, by cooling the generator by radiating heat from the heat sink, it is possible to suppress the reduction of the power output from the generator, thereby improving the propulsion efficiency of the aircraft. It will be possible.

Configuration 2. The power supply device (100) according to the above-described embodiment further includes an auxiliary air intake portion (INT2) that is arranged at a position rearward of the heat sink and that receives external air and supplies the external air to the drive portion. (INT2) is
A movable member (for example, 505 in FIG. 3) that can be opened and closed according to the temperature of the generator detected by a temperature detection unit (for example, 510, 520, 530 in FIG. 5);
And an auxiliary inlet portion (for example, 111 in FIG. 3) formed on the outer peripheral surface of the housing for taking in air outside the housing.

Configuration 3. In the power supply device (100) of the above embodiment, the movable member (505) is arranged in the opening surface of the auxiliary inlet part (111), and the housing (HS) is opened in a state where the movable member (505) is open. ) External air is taken in through the auxiliary inlet (111),
The intake of the air is shut off when the movable member (505) is closed.

Configuration 4. In the power supply device (100) of the above embodiment, the auxiliary air intake section (INT2) is
An auxiliary introduction passage (for example, 121 in FIG. 3) formed inside the housing (HS) and communicating with the auxiliary inlet portion (111) in a state where the movable member (505) is opened,
An outlet that supplies the air taken in from the auxiliary inlet (111) to the drive unit (for example, the compressor COM that constitutes the DR in FIG. 1B) disposed behind the auxiliary introduction passage (121). (For example, 131 in FIG. 3).

According to the power supply device of the configurations 2 to 4, when the movable member is opened, the intake of air from the front inlet portion is reduced due to the pressure loss caused by the heat sink. When the temperature of the generator is low, the movable member of the auxiliary air intake portion is opened, and air is supplied to the drive portion DR through the auxiliary introduction passage (bypass passage) from the auxiliary air intake portion, thereby reducing unnecessary pressure loss. It will be possible.

Configuration 5. In the power supply device (100) of the above embodiment, the air intake section (INT) arranged in front of the auxiliary air intake section (INT2) is
A movable member (for example, 504 in FIG. 3) that can be opened/closed according to the temperature of the generator detected by the temperature detection unit (510, 520, 530),
The movable member (505) is disposed in the opening surface of the inlet portion (110), and air outside the housing is taken in through the inlet portion (110) in a state where the movable member (505) is open, The intake of the air is shut off when the movable member (505) is closed.

According to the power supply device of Configuration 5, by cooling the generator by radiating heat from the heat sink, it is possible to suppress reduction in the power output from the generator and improve propulsion efficiency.

Configuration 6. In the power supply device (100) of the above embodiment, a drive mechanism (for example, 401, 402, 420, 430, etc. in FIG. 4, actuators 502, 503 in FIG. 5) that opens and closes the movable member, and detection by the temperature detection unit. A control unit (for example, 501 in FIG. 5) that controls the drive mechanism based on the result is further included.

Configuration 7. In the power supply device (100) of the above embodiment, the control unit (501), when the temperature of the generator (GE) detected by the temperature detection unit (510, 520, 530) is lower than a threshold temperature, Controlling the drive mechanism so that the movable member (505) provided in the auxiliary air intake section (INT2) is opened;
When the temperature of the generator (GE) is equal to or higher than the threshold temperature, the drive mechanism is controlled so that the movable member (505) provided in the auxiliary air intake section (INT2) is closed.

Configuration 8. In the power supply device (100) of the above embodiment, the control unit (501), when the temperature of the generator (GE) detected by the temperature detection unit (510, 520, 530) is lower than a threshold temperature, Controlling the drive mechanism so that the movable member (504) provided in the air intake section (INT) is closed;
When the temperature of the generator (GE) is equal to or higher than the threshold temperature, the drive mechanism is controlled so that the movable member (504) provided in the air intake section (INT) is opened.

According to the power supply devices of the configurations 6 to 8, when the temperature of the generator is lower than the reference threshold temperature, the movable member of the auxiliary air intake section is opened and the air is supplied through the auxiliary introduction passage from the auxiliary air intake section. By supplying to the compressor of the drive unit DR, it is possible to reduce unnecessary pressure loss, and when the temperature of the generator is equal to or higher than the threshold temperature, the movable member of the auxiliary air intake unit is closed and the heat sink 170 is closed. By supplying the air to the compressor of the drive unit DR through the introduction passage 120 that passes through, the generator can be cooled by the heat dissipation of the heat sink. As a result, it is possible to suppress the reduction of the power output from the generator and improve the propulsion efficiency.

Configuration 9. The flying body of the above embodiment is a flying body (for example, 10 in FIGS. 1A and 1B) including a propulsion device (for example, 300 in FIG. 1B) that generates a propulsive force based on electric power, and includes Configurations 1 to 1. The power supply device (for example, 100 in FIGS. 1A and 1B) according to any one of 8 configurations is provided outside the airframe (for example, 200 in FIGS. 1A and 1B) of the aircraft (10), and the power supply is provided. The device (100) supplies the generated power to the propulsion device (eg, 300 in FIG. 1B).

According to the flying object of the configuration 9, by cooling the generator by radiating heat from the heat sink, it is possible to suppress the reduction of the electric power output from the generator and improve the propulsion efficiency. Can be provided.

100: power supply device, 110: entrance part, 112: one end of entrance part, 114: other end 114 of entrance part, 120: introduction passage, 121: auxiliary introduction passage, 130: exit portion, 140: inner cylinder wall, 150: Outer cylinder wall, 160: Strut, 200: Airframe, 300: Propulsion device, INT: Air intake part, INT2: Air intake part (auxiliary air intake part), TN: Storage part (fuel tank), GE: Generator, COM : Compressor, BST: Combustor, TB: Turbine, SP: Separation mechanism, DR: Drive unit (compressor, combustor, turbine), PG: Electric power generation unit (generator, compressor, combustor, turbine)

Claims (9)

A generator for supplying electric power to the electric power load of the aircraft, a drive unit for driving the generator, a fuel tank for supplying fuel to the drive unit, and an air intake unit for taking in external air and supplying it to the drive unit. And a hollow cylindrical housing that accommodates a power supply device that can be connected to the outside of the aircraft body via a connecting portion,
The air intake section,
An inlet portion formed on the outer peripheral surface of the housing for taking in air outside the housing;
An introduction passage formed inside the housing, which is in communication with the inlet portion;
An outlet portion for supplying the air taken in from the inlet portion to the drive portion through the introduction passage,
A heat sink that dissipates the heat of the generator is arranged on an outer peripheral portion of the generator, and the heat sink is arranged in a passage through which air flows from the inlet portion toward the drive portion. Power supply. Further provided is an auxiliary air intake portion which is arranged at a position rearward of the heat sink and takes in external air and supplies the air to the drive portion.
The auxiliary air intake section,
A movable member that can be opened and closed according to the temperature of the generator detected by the temperature detection unit,
An auxiliary inlet portion formed on the outer peripheral surface of the housing for taking in air outside the housing;
The power supply device according to claim 1, further comprising: The movable member is arranged in the opening surface of the auxiliary inlet portion, and in the state in which the movable member is open, air outside the housing is taken in from the auxiliary inlet portion,
The power supply device according to claim 2, wherein the intake of the air is shut off when the movable member is closed. The auxiliary air intake section,
An auxiliary introduction passage that is formed inside the housing and that communicates with the auxiliary inlet when the movable member is open;
The power supply device according to claim 2 or 3, further comprising: an outlet that supplies the air taken in from the auxiliary inlet to the drive unit that is arranged behind the auxiliary introduction passage. The air intake portion arranged in front of the auxiliary air intake portion,
A movable member that can be opened and closed according to the temperature of the generator detected by the temperature detection unit,
The movable member is arranged in the opening surface of the inlet portion, and when the movable member is open, air outside the housing is taken in from the inlet portion, and when the movable member is closed, The power supply device according to any one of claims 2 to 4, wherein the power supply is shut off. A drive mechanism for opening and closing the movable member,
The power supply device according to claim 5, further comprising: a control unit that controls the drive mechanism based on a detection result of the temperature detection unit. The control unit is
When the temperature of the generator detected by the temperature detection unit is lower than a threshold temperature, the drive mechanism is controlled to open the movable member provided in the auxiliary air intake unit,
The drive mechanism is controlled so that the movable member provided in the auxiliary air intake section is closed when the temperature of the generator is equal to or higher than a threshold temperature. Power supply. The control unit is
When the temperature of the generator detected by the temperature detection unit is lower than a threshold temperature, the drive mechanism is controlled so that the movable member provided in the air intake unit is closed,
7. The power source according to claim 6, wherein the drive mechanism is controlled so as to open the movable member provided in the air intake portion when the temperature of the generator is equal to or higher than a threshold temperature. apparatus. An air vehicle having a propulsion device that generates propulsive force based on electric power,
A power supply device according to any one of claims 1 to 8 is provided outside the airframe of the aircraft,
The aircraft, wherein the power supply device supplies the generated power to the propulsion device.

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