WO2010024181A1 - 自然エネルギ回収システムの動力伝達装置 - Google Patents
自然エネルギ回収システムの動力伝達装置 Download PDFInfo
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- WO2010024181A1 WO2010024181A1 PCT/JP2009/064591 JP2009064591W WO2010024181A1 WO 2010024181 A1 WO2010024181 A1 WO 2010024181A1 JP 2009064591 W JP2009064591 W JP 2009064591W WO 2010024181 A1 WO2010024181 A1 WO 2010024181A1
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- Prior art keywords
- power transmission
- transmission device
- recovery system
- natural energy
- brake mechanism
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H1/00—Toothed gearings for conveying rotary motion
- F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
- F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03D—WIND MOTORS
- F03D15/00—Transmission of mechanical power
- F03D15/10—Transmission of mechanical power using gearing not limited to rotary motion, e.g. with oscillating or reciprocating members
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03D—WIND MOTORS
- F03D7/00—Controlling wind motors
- F03D7/02—Controlling wind motors the wind motors having rotation axis substantially parallel to the air flow entering the rotor
- F03D7/0204—Controlling wind motors the wind motors having rotation axis substantially parallel to the air flow entering the rotor for orientation in relation to wind direction
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03D—WIND MOTORS
- F03D7/00—Controlling wind motors
- F03D7/02—Controlling wind motors the wind motors having rotation axis substantially parallel to the air flow entering the rotor
- F03D7/022—Adjusting aerodynamic properties of the blades
- F03D7/0224—Adjusting blade pitch
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03D—WIND MOTORS
- F03D80/00—Details, components or accessories not provided for in groups F03D1/00 - F03D17/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03D—WIND MOTORS
- F03D80/00—Details, components or accessories not provided for in groups F03D1/00 - F03D17/00
- F03D80/70—Bearing or lubricating arrangements
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
- F05B2260/00—Function
- F05B2260/70—Adjusting of angle of incidence or attack of rotating blades
- F05B2260/79—Bearing, support or actuation arrangements therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
- F05B2260/00—Function
- F05B2260/90—Braking
- F05B2260/902—Braking using frictional mechanical forces
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
- F05B2260/00—Function
- F05B2260/90—Braking
- F05B2260/904—Braking using hydrodynamic forces
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E10/00—Energy generation through renewable energy sources
- Y02E10/70—Wind energy
- Y02E10/72—Wind turbines with rotation axis in wind direction
Definitions
- the present invention relates to a power transmission device for a natural energy recovery system, and more particularly to a power transmission device for a natural energy recovery system having a function of preventing over-rotation of the electric motor.
- the wind turbine generator unit is swiveled (yaw driven) by an electric motor so that the wind turbine blades are always directed in the direction of the wind so that the wind force efficiently acts on the blades.
- a wind turbine generator having a configured yaw control (orientation control) means is disclosed.
- a friction brake provided on the motor is activated to fix and brake the turning of the wind power generation unit to prevent over-rotation of the motor. Techniques to do this are disclosed.
- the wind power generation unit may turn by swinging the braking by the friction brake.
- the friction brake is rotated while the friction plates are in frictional contact with each other, so that frictional heat is generated and the braking means may be damaged.
- a temperature detection sensor is attached to the friction brake to constantly detect the temperature of the friction brake, and when the friction brake rises to an allowable temperature or more, the control unit detects the friction brake.
- a technology configured to end braking on the electric motor.
- the yaw drive reducer itself is designed with a high “reduction ratio” of about 1000 to 2000 (yaw Multiplying the reduction ratio of the swivel wheel and pinion gives a higher reduction ratio). For this reason, when an unexpectedly large load such as a typhoon, a tornado or a gust is received from the energy recovery member side, the output shaft side of the reduction gear is forcibly rotated, and the motor is forced at the same "speed increase ratio". It will be rotated.
- the electric motor can be rotated at a rotational speed that is several times to 10 times the rated rotational speed (generally 1500 rpm (50 Hz) or 1800 rpm (60 Hz) for a four-pole motor), and damage is difficult to avoid. This situation is the same in a system for driving a light receiving panel in solar power generation.
- the friction brake is designed to operate only after the turning is stopped, that is, when it is once stopped.
- the friction brake is not designed to operate in the first place. There was also a problem.
- the friction brake control performed in the above-mentioned JP-A-2007-146858 and JP-A-2005-113899 is based on the fact that the “control unit” issues an electrical or hydraulic control command based on detection by a sensor or the like. Since the friction brake was operated, there was a problem that the reliability was low. In consideration of the fact that such a large fluctuating load is generated by the weather or weather conditions that are significantly different from normal ones, the sensor may break down due to storms, lightning strikes, etc., or the control board of the control unit may be submerged. This is because when the wiring or the like is physically disconnected, it is considered that the control command itself for executing the braking cannot be issued.
- the present invention has been made in order to solve such a conventional unsolved problem, and has fundamentally reviewed the conventional braking system of applying a friction load to the rotating system, and the electric motor is in an over-rotation state. It is an object of the present invention to provide a power transmission device of a natural energy recovery system that can avoid this with a simpler and more reliable configuration.
- the present invention relates to a power transmission device for a natural energy recovery system used in a system for recovering natural energy such as wind power and sunlight, and is an electric motor and an output connected to the electric motor to drive a driven machine.
- a reduction gear provided with a shaft and a power transmission path between the electric motor and the output shaft of the reduction gear. When the rotational speed of the output shaft increases, the rotational resistance of the power transmission path is reduced.
- the rotational resistance of the power transmission path is “intentionally” increased by a “fluid brake mechanism using liquid as a medium”.
- the “fluid brake mechanism using a liquid as a medium” is not a brake applying mechanism using sliding friction between solids using a so-called brake shoe (friction plate), but “when the liquid functions as a fluid” It refers to a “braking mechanism that uses the inherent properties”. Specifically, for example, the compression resistance when the liquid receives a force from the outside, the deformation resistance when the shape is changed, the stirring resistance when the object moves in itself, the viscous resistance, or the shear resistance, the narrow flow This refers to braking using properties such as passage resistance when moving on a road.
- the fluid brake mechanism may be directly incorporated into and functioned with a component member of the power transmission path, for example, as will be described later, such as a Viscous coupling, and is directly incorporated into a component member of the power transmission path. However, it may be configured to give resistance to the movement of a member that tries to perform faster rotational motion by, for example, making good use of the passage resistance of the lubricating oil in the speed reducer. Two or more fluid brake mechanisms may be used in combination.
- the fluid brake mechanism does not function in response to an electrical control command, and it is a mechanical structure that functions “automatically” using the properties of the fluid when the rotational speed of the output shaft increases. Since a control system is not required and friction on the sliding surface is not used, stable operation can be expected even in severe weather conditions such as storms and lightning strikes. Furthermore, since a simple configuration can be basically maintained, the entire device is not complicated, and contributes to reduction in size, weight, and cost while ensuring a sufficient braking function.
- FIG. Sectional drawing equivalent to FIG. 2 which shows the structure of the drive device for yaw drive which concerns on an example of further another embodiment of this invention.
- 10 is an enlarged cross-sectional view of the main part of FIG. Sectional drawing equivalent to FIG. 2 which shows the structure of the drive device for yaw drive which concerns on an example of further another embodiment of this invention.
- the principal part expanded sectional view of FIG. Sectional drawing equivalent to FIG. 2 which shows the structure of the drive device for yaw drive which concerns on an example of further another embodiment of this invention.
- 14 is an enlarged cross-sectional view of the main part of FIG. Sectional drawing equivalent to FIG.
- FIG. 2 which shows the structure of the drive device for yaw drive which concerns on an example of further another embodiment of this invention.
- Side view The perspective view which shows the outline of the electric power generation unit in the wind power generation system
- Front view of a partially broken view showing the configuration near the drive unit for yaw drive in the wind power generation system
- FIG. 17 is a schematic front view of the wind power generation system 10, and FIG. 18 is a side view thereof.
- This wind power generation system (natural energy recovery system) 10 includes a power generation unit 12 at the top of a cylindrical column 11.
- FIG. 19 is a perspective view schematically showing the power generation unit 12.
- the power generation unit 12 incorporates a drive device (power transmission device) 14 for yaw drive and a drive device 16 for pitch drive.
- the drive device 14 for yaw drive is for controlling the turning angle of the entire power generation unit 12, and four drive devices 14 are depicted in the illustrated example.
- the drive device 16 for driving the pitch is for controlling the pitch angle of the three windmill blades 20 attached to the nose cone 18.
- FIG. 20 is a partially broken front view showing the configuration in the vicinity of the drive device 14 for yaw drive.
- the drive device 14 for yaw drive includes an electric motor Mo and a speed reducer Go.
- the configuration and operation of the reduction gear Go will be described in detail later.
- the yaw drive pinion 24 is attached to the output shaft 64A of the drive device 14 for yaw drive.
- the yaw drive pinion 24 is in mesh with the ring gear portion 28 that forms the inner ring of the yaw bearing 26.
- the ring gear portion 28 is fixed to the cylindrical column 11 side, and the outer frame portion 32 constituting the outer ring of the yaw bearing 26 is fixed to the casing body 34 side of the power generation unit 12.
- the brake unit 39 includes a brake thruster 39A, a yaw brake caliper 39B, a brake disc 39C, and the like.
- the brake unit 39 suppresses turning of the power generation unit 12 during so-called normal operation, and is different from a fluid brake mechanism according to the present invention described later.
- the yaw drive device 14 includes a reduction gear Go in which an electric motor Mo and an input side reduction stage 40 and an output side reduction stage 42 of an intermeshing planetary gear mechanism are connected in series. Prepare. This is because the reduction gear Go requires an extremely high reduction ratio of 1/1000 to 1/2000 in function. First, the input side deceleration stage 40 will be described.
- FIG. 1 shows details of the input-side deceleration stage 40.
- FIG. 1 is not depicted symmetrically for convenience.
- the left side of FIG. 1 depicts a cross section at a position where an outer pin 58 described later exists, and the right side of FIG. 1 depicts a cross section at a position where the outer pin 58 does not exist.
- 3 and 4 are sectional views taken along lines III-III and IV-IV in FIG. 1, respectively.
- the input-side deceleration stage 40 includes an input shaft 44 that is integral with (combined with) the motor shaft, two eccentric bodies 46 and 48 provided on the input shaft 44, and an eccentric amount e of eccentricity e through the eccentric bodies 46 and 48.
- Two (a plurality of) external gears 50, 52 that move are provided, and an internal gear 54 in which the external gears 50, 52 mesh internally.
- the external gears 50 and 52 are just 180 degrees out of phase. That is, the two external gears 50 and 52 swing and rotate while maintaining an eccentric state in directions away from each other.
- the internal gear 54 also serves as the casing 56 of the input speed reduction stage 40.
- the internal teeth of the internal gear 54 are each constituted by a cylindrical outer pin 58.
- the number of internal teeth of the internal gear 54 (the number of external pins 58) is “22”, which is one more than the number of external teeth “21” of the external gears 50 and 52.
- An inner pin 60 is loosely fitted to the external gears 50 and 52 via an inner roller 62.
- the inner pin 60 is integrated with the output shaft 64 (of the input side reduction stage 40).
- the relative rotation (spinning) of the external gears 50 and 52 with respect to the internal gear 54 in a fixed state is taken out via the internal pin 60 and further integrated with the internal pin 60 (of the input side reduction gear stage 40). )
- Output from the output shaft 64 to the output side deceleration stage 42 is performed.
- the output side reduction stage 42 has a power transmission path that is mechanically similar to the input side reduction stage 40 except that the reduction ratio is set to be larger than that of the input side reduction stage. .
- the present invention is not applied to the output-side deceleration stage 42. Therefore, a member that is functionally similar to the constituent member of the input-side deceleration stage 40 is given a reference numeral with an A added to the end, and duplicated. Description is omitted. Since the output side reduction stage 42 has a larger reduction ratio than the input side reduction stage 40, the ratio of the eccentric amount to the outer diameter of the external gear is smaller than that of the input side reduction stage 40 side.
- the fluid brake mechanism FBo for preventing over-rotation of the electric motor Mo according to the present invention is attached to the input-side deceleration stage 40 among the input-side deceleration stage 40 and the output-side deceleration stage 42. This is because the one attached to the input side deceleration stage 40 side (the side that rotates at a higher speed in normal times) is 1) fluid with respect to the rotating member that "rotates at a greater speed" when viewed from the output shaft 64A side. Since the brake mechanism FBo is incorporated, the torque that can be generated by the fluid brake mechanism FBo can be applied more effectively, and 2) the amount of eccentricity with respect to the outer diameter of the external gear due to the magnitude of the reduction ratio. This is because the input-side speed reduction stage 40 having a large ratio is more likely to realize a function as a fluid pump described later.
- the fluid brake mechanism FBo in this embodiment includes external gears 50 and 52, two shielding plates 70 and 72, and a partition plate 74. .
- External gears 50 and 52 are members to which the rotation is transmitted when the output shaft 64A side is forcibly driven and rotated. Further, the lubricant is disposed in the lubricating oil (liquid), and the function of the two shielding plates 70 and 72 and the partition plate 74 causes the lubricating oil to move away from the lubricating oil as its rotational speed increases, as will be described in detail. It is a member whose rotational resistance is dramatically increased. Therefore, in the fluid brake mechanism FBo, it can function as “a rotating part that is transmitted in the forced drive rotation from the output shaft side and is disposed in the liquid, and the rotational resistance received from the liquid increases as the rotational speed increases”.
- the shielding plates 70 and 72 are disposed on the axially outer sides of the two external gears 50 and 52, respectively, and block the spaces SPa and SPb between the plurality of external gears 50 and 52 and the internal gear 54. Is possible.
- the partition plate 74 includes a concave portion 74A having a shape along the radially inner side of the outer pin 58 and an outer peripheral portion having a shape along the inner periphery of the main body portion 54A (see FIG. 1) where the outer pin 58 of the internal gear 54 does not exist. 74B. Since the partition plate 74 has such a shape, it is possible to restrict the lubricating oil existing in the outer spaces SPa and SPb of the external gears 50 and 52 from going back and forth in the axial direction. is there.
- the partition plate 74 is formed with a through hole 74 ⁇ / b> P for limiting the extent to which the lubricating oil goes back and forth in the axial direction.
- the partition plate 74 is made of a material having a thermal expansion coefficient larger than that of iron-based materials such as the external gears 50 and 52 and the internal gear 54, such as aluminum.
- the two external gears 50 and 52 are eccentrically oscillated with a phase difference of 180 degrees via the two eccentric bodies 46 and 48.
- the rotation of the external gears 50 and 52 is restricted by the internal pin 60, the external gears 50 and 52 almost only swing.
- the internal gear 54 is integrated with the casing 56, the external gears 50, 52 are shifted by one tooth each time the external gears 50, 52 are swung once. It rotates relative to the tooth gear 54 by an angle corresponding to the difference in the number of teeth (rotates in the direction opposite to the rotation of the input shaft 44).
- This relative rotational component is output from the output shaft 64 (of the input side reduction stage 40) to the output side reduction stage 42 via the inner pin 60.
- the reduction gear Go is filled with lubricating oil.
- shielding plates 70 and 72 are arranged on both sides of the external gears 50 and 52 in the axial direction, and a partition plate 74 is arranged at the axial center of each of the external gears 50 and 52. Yes. Therefore, the lubricating oil positioned on the outer side in the radial direction of the external gear 50 cannot escape from the space SPa closed by the shielding plate 70, the external gear 50, the partition plate 74, and the internal gear 54. It is possible to go to and from the adjacent space SPb through the through hole 74P of the plate 74 as much as possible.
- the lubricating oil located radially outside the external gear 52 cannot escape from the space SPb closed by the shielding plate 72, the external gear 52, the partition plate 74, and the internal gear 54. Further, it is possible to go to and from the adjacent space SPa through the through hole 74P of the partition plate 74 as much as possible.
- the external gears 50 and 52 are out of phase by 180 degrees. Therefore, the volume of the space SPa and the space SPb always changes in opposite directions. That is, when the volume of the space SPa becomes larger, the volume of the space SPb becomes smaller, and when the volume of the space SPa becomes smaller, the volume of the space SPb becomes larger. As a result, the compression and expansion of the lubricating oil is repeated in the space SPa and the space SPb, and the lubricating oil moves from one space SPa (or SPb) to the other space SPb (or SPa) in each through hole 74P. A phenomenon occurs.
- the resistance due to this movement is slight (the inner diameter D1 of the through hole 74P is set so as to be slight).
- the output shaft 64A (of the output side deceleration stage 42) is forcibly rotated by an extremely large wind pressure, the rotation is increased at an extremely large “speed increase ratio”, and the external gears 50 and 52 are rotated. Rotate and swing much faster than normal operation.
- the pressure loss is proportional to the square of the flow velocity, when the external gears 50 and 52 are swung at a speed exceeding the expectation, the lubricating oil that tries to move back and forth through the through hole 74P is accelerated at a large speed.
- the partition plate 74 is made of aluminum. For this reason, when the power generation unit 12 is used at a high temperature depending on the region, season, etc., the partition plate 74 itself expands more than the iron external gears 50 and 52 and the internal gear 54. For this reason, the volumes of the space SPa and the space SPb are further reduced, and the sealing degree of the space SPa and the space SPb is further increased. Therefore, it is possible to satisfactorily offset the decrease in the viscosity of the lubricating oil at a high temperature and the decrease in pressure loss. When the power generation unit 12 is used at a low temperature, the opposite cancellation is performed.
- the appropriate value of the inner diameter D1 of the through hole 74P depends on the degree of sealing between the space SPa and the space SPb, the eccentricity e of the external gears 50 and 52, the viscosity of the lubricating oil, and the like.
- the eccentricity e of the external gears 50 and 52 is large, the viscosity of the lubricating oil is high, or when lubrication is performed with grease, the passage resistance at the through hole 74P is low. Since it tends to be large, the pressure loss during normal operation is kept small by increasing the inner diameter D1.
- the recesses 74A may be formed as large through spaces 74D connected to every other one so that the lubricating oil can travel back and forth through the large through spaces 74D. This is substantially equivalent to a configuration in which every other through hole 74P has a large inner diameter.
- the inner diameter of the through hole 74P. D1 should be set small.
- the fluid brake mechanism FBo is not operated by electrical control based on detection of a sensor system, and is not a type that imparts friction to a specific sliding surface, so that it is inferior. Even in an environment, a stronger braking force is surely generated as the over-rotation becomes severe without distinction between stopping and turning. Therefore, both the braking means and the electric motor can be protected more safely from damage.
- the speed reducer G1 is the same in basic structure as the speed reducer Go according to the previous embodiment except for the configuration of the fluid brake mechanism.
- the reference numeral is attached.
- the electric motor M1 may be the same as the electric motor Mo of the previous embodiment.
- a fluid having a so-called Viscous coupling structure is provided between the input shaft 144 of the input side reduction stage 140 of the reduction gear G1 and the output shaft 164 of the input side reduction stage 140.
- a brake mechanism FB1 is interposed.
- the fluid brake mechanism FB1 includes a plurality of input side plates (first plate as a rotating portion to which forced drive rotation from the output shaft side is transmitted) 167 implanted in the input shaft 144 of the input side deceleration stage 140, A plurality of output side plates (second plates) 168 that are implanted in the output shaft 164 of the input side deceleration stage 140 and rotate slower than the input side plate 167 are alternately arranged in the axial direction. A viscous fluid (liquid) is sealed between the plates 167 and 168.
- the fluid brake mechanism FBo in the previous embodiment is used together, but the fluid brake mechanism FB1 alone may be used.
- the fluid increases as the rotational speed increases from the vicinity where the rotational speed of the electric motor M1 exceeds 1.5 to 2.0 times the rated rotational speed. Since the shear resistance in the brake mechanism FB1 increases rapidly, the electric motor M1 does not reach such a rotational speed, and over-rotation is effectively prevented. Since the high-speed side of the Viscous coupling structure is the motor shaft 144, even with a small fluid brake mechanism FB1, the braking capacity of the fluid brake mechanism FB1 can be utilized most effectively.
- the fluid brake mechanism FB1 is also automatically (mechanically) when there is no distinction between turning and stopping, and no sensor or electrical control is required, and an over-rotation state is likely to occur. ) The braking effect will be noticeable. Moreover, as the over-rotation state becomes more severe (the stronger the forceful turning force is), the rotational resistance increases at a rate much larger than the increase in the rotational speed, so that the over-rotation can be suppressed extremely reasonably. Can do.
- the fluid brake mechanism in the present invention is configured with a Viscus coupling structure
- the place where the fluid brake mechanism is interposed and arranged is not particularly limited as long as it is between two members that rotate coaxially and relatively. Therefore, the fluid brake mechanism having the Viscus coupling structure is advantageous in that the configuration of the speed reduction mechanism of the speed reducer is basically not selected. For example, even if a reduction mechanism of an internally meshing planetary gear mechanism is adopted for the reduction gear, the number of external gears may be one or three, and can be applied to reduction mechanisms of various configurations as will be described. It is.
- the center shaft 247 is connected to the motor shaft 244 of the electric motor M2 via a joint shaft 245, and the center shaft 247 passes through the output-side reduction stage 242 and the output-side deceleration. It extends to the inside of the output shaft 264A of the step 242.
- the fluid brake mechanism FB2 is interposed between the center shaft 247 and the output shaft 264A of the output side reduction stage 242. That is, a plurality of center shaft side plates (first plates as rotating parts to which forced drive rotation from the output shaft side is transmitted) 267 is implanted on the center shaft 247 side, and also on the output shaft 264A side.
- a plurality of output side plates (second plates) 268 that rotate slower than the center shaft side plate 267 are implanted, and the plates 267 and 268 are alternately arranged in the axial direction via viscous fluid (liquid), respectively.
- the basic configuration of the speed reduction mechanism of the speed reducer G2 is the same as that of the previous embodiment.
- the low-speed side of the fluid brake mechanism FB2 is the output shaft 264A of the output-side deceleration stage 242 as compared to the previous embodiments of FIGS. Therefore, there is an advantage that the output shaft 264A itself having a sufficiently large amount of lubricating oil and a sufficiently large heat capacity in the output side reduction stage 242 absorbs heat generated by the fluid brake mechanism FB2 well. Therefore, the temperature increase of the fluid brake mechanism FB2 can be further suppressed, and a stable braking action can be obtained even in a situation where strong winds blow for a long time.
- the fluid brake mechanism FB2 is disposed on the relatively lower side of the speed reducer 214, the lubricating oil in the output side speed reduction stage 242 whose temperature has been increased by the heat generated by the fluid brake mechanism FB2 has a reduced specific gravity and has an upper portion. Therefore, diffusion and divergence of temperature by natural convection are also performed well. Therefore, overall, extremely high robustness can be ensured, and the electric motor M2, and thus the wind power generation system itself can be more immune to destruction and damage against uncertain fluctuations such as weather.
- FIG. 12 and FIG. 13 show still another embodiment.
- a pre-stage (input-side reduction stage) 370 of a simple planetary gear reduction mechanism and a main reduction mechanism (output-side reduction stage) 371 of an intermeshing planetary gear reduction mechanism are parallel shaft gear sets ( The intermediate speed reduction stage) 372 is connected.
- the pre-stage 370 includes a sun gear 375, a planetary gear 376 that externally meshes with the sun gear 375, and an internal gear 377 that internally meshes with the planetary gear 376.
- the sun gear 375 meshes with internal teeth 374A formed on the inner periphery of the end of the central cylindrical body 374 that is put on the motor shaft 344 of the electric motor M3 via the key 373, and is integrated with the motor shaft 344. Rotate.
- the prestage 370 is incorporated in the form of sun gear input, internal gear fixing, and carrier output. When the planetary gear 376 is rotated by the rotation of the motor shaft 344 and the sun gear 375, the revolution of the planetary gear 376 is performed. The component is output from an output shaft 364 integrated with the carrier.
- the parallel shaft gear set 372 is composed of one spar pinion (or helical pinion) 378 incorporated in the output shaft 364 of the prestage 370 and three spar gears (or helical gears) 379 that mesh with the spar pinion 378 at the same time. It is configured.
- the main speed reduction mechanism 371 is a so-called distribution type inscribed mesh planetary gear speed reduction mechanism, and includes three (only one is displayed) eccentric body shafts 383 respectively rotated by three spur gears 379, and each eccentric body.
- Eccentric bodies 346A and 348A that are incorporated in the shaft 383 and are eccentric in phase with the eccentric body shafts 383, external gears 350A and 352A that are engaged with the eccentric bodies 346A and 348A, and the external gears 350A and 352A are mainly comprised by the internal gear 354A in which it meshes internally.
- the external gears 350A and 352A are arranged on the same three eccentric body shafts 383 (instead of swinging and rotating by the eccentric bodies 246A and 248A arranged in the center as in the above embodiment).
- the eccentric bodies 346A and 348A incorporated in the phase are rotated at the same rotational speed to rotate and rotate.
- the internal gear 354 is fixed integrally with the casing 388, and the relative rotation between the external gears 350A and 352A and the internal gear 354 is a revolution component around the axis O of the three eccentric body shafts 383. It is taken out from the carrier body 385.
- the carrier body 385 is integrated with the output shaft 364A via a spline 386.
- An output shaft pinion 324 is integrally formed with the output shaft 364A.
- the speed reducer G3 has such a speed reduction mechanism, and the fluid brake mechanism FB3 having a viscous coupling structure is disposed between the internal gear 377 of the prestage 370 and the motor shaft 344. That is, a central cylindrical body 374 that rotates integrally with the motor shaft 343 is incorporated in the motor shaft 344 via the key 373. A plurality of motor shaft side plates (first plates as rotating parts to which forced drive rotation from the output shaft side is transmitted) 367 are implanted in the central cylinder 374. On the other hand, the internal gear 377 is fixed to the casing 390 of the prestage 370 by bolts 389.
- the internal gear 377 is extended to the axial motor side, and a plurality of internal gear side plates (fixed second plates) 368 are implanted in the extended portion, and the motor shaft side plate 367 and They overlap each other in the axial direction.
- a viscous fluid (liquid) is sealed between the plates 367 and 368 to form a viscus coupling structure.
- the periphery of the fluid brake mechanism FB3 is filled with lubricating oil for the prestage 370 that also serves as a cooling function. Therefore, after all, the motor shaft side plate 367 and the internal gear side plate 368 of the fluid brake mechanism FB3 are mutually connected at a relative rotational speed corresponding to the rotational speed of the motor shaft 344 (the input shaft rotational speed of the prestage 370). It will be opposed.
- the fluid brake mechanism having the Viscus coupling structure may be configured as shown in FIGS.
- a fluid brake mechanism FB4 having a Viscus coupling structure is disposed between the motor shaft 444 of the electric motor M4 and the joint cover 490, and the reduction gear G4 is a simple planetary gear reduction mechanism 470 having a four-stage configuration. , 491, 492, 493.
- the outer periphery of the motor shaft 444 is covered with a central cylinder 474 that rotates integrally with the motor shaft 444 via a key 473, and the motor cylinder side plate (from the output shaft side) of the fluid brake mechanism FB 4 is covered on the central cylinder 474.
- (First plate) 467 as a rotating portion to which the forced driving rotation is transmitted.
- a ring member 494 is fixed to the joint cover 490 via bolts 495, and a plurality of casing side plates (second plates fixed) 468 are implanted in the ring member 494.
- the motor shaft side plate 467 and the casing side plate 468 are alternately overlapped with each other via a viscous fluid (liquid) sealed in a closed space, thereby forming a Viscous coupling structure.
- grease is sealed in the joint casing 490 via the oil supply pipe 490a, and this grease also functions as a viscous fluid used in the Viscus coupling structure.
- the entire grease in the joint casing 490 can be used as the viscous fluid used in the Viscus coupling structure, which is advantageous in terms of heat capacity.
- the fluid brake mechanism FB4 may be configured to further increase the sealing degree so that the two are not mixed.
- the operational effect of the fluid brake mechanism FB4 is that the motor shaft side plate 467 and the casing side plate 468 are implanted between the motor shaft 444 and the joint cover 490 which is a fixed member. Similar effects can be obtained.
- a speed reducer G4 of a simple planetary gear speed reduction mechanism known as the speed reducer G4 can be used as it is, and a joint casing 490 is interposed between the electric motor M4 and the speed reducer G4, and the above-mentioned inside the joint casing 490 Since it is only necessary to arrange the fluid brake mechanism FB4 having the above-described configuration, the design can be easily changed.
- FIG. 16 shows an example of still another embodiment of the present invention.
- the plunger pump 596 itself is a known one and includes a cam 598 that gives a stroke to a piston (not shown).
- the cam 598 rotates along with the rotation of the output shaft 564 of the input side reduction stage 540 and discharges discharge pressure corresponding to the rotation speed of the output shaft 564 to the discharge pipe 597 side.
- an orifice 599 having an appropriate throttle amount is added in the middle of the discharge pipe 597. Therefore, when the rotational speed of the output shaft 564 of the input side reduction stage 540 increases, the discharge pipe 597 is connected to the orifice 599. A resistance proportional to the square of the passing speed of the flowing lubricating oil is generated. Therefore, even with this structure, it becomes possible to obtain a braking load proportional to the square of the rotational speed of the output shaft 564A (or the output shaft 564), and as the rotational speed of the output shaft 564A increases, It is possible to configure the fluid brake mechanism FB5 that effectively functions by increasing the rotational resistance at a rate larger than the increase in the rotational speed.
- the pump is not necessarily a plunger pump, and may be a so-called internal gear type pump.
- the fluid brake mechanisms FB1 to FB5 which are exemplified above, have inherent properties when the liquid functions as a fluid (compression resistance, deformation resistance, stirring resistance, viscosity resistance, shear resistance). , Passage resistance, etc.), and not solid-solid frictional resistance, so that a reliable braking torque can be obtained even in a poor environment. Further, no special power source is required for generating braking torque, and no generation of electrical control commands is required. Therefore, extremely reliable braking torque can be generated with a simple configuration.
- the present invention is not limited to the power transmission device for the yaw drive of the wind power generation system, and can be applied to, for example, the power transmission device for the pitch drive of the wind power generation system.
- the present invention can also be applied to a power transmission device that drives the light receiving panel of the photovoltaic system so as to face the sun. That is, it can be similarly applied to a power transmission device used for directing energy recovery members such as windmill blades and light receiving panels in a system for recovering natural energy such as wind power and sunlight, for example, in an optimal recovery direction at that time.
- the wind power generation system and the entire solar power generation system can be effectively protected.
- the fluid brake mechanism itself according to the present invention is not limited to the above example, and the combined use of two or more fluid brake mechanisms is not limited to the above example.
- braking using a viscus coupling structure and braking using a plunger pump may be used in combination.
- two or more fluid brake mechanisms are used in combination, a synergistic effect of the characteristics of each fluid brake mechanism can be obtained, so that an advantage that it is easy to design an intended braking characteristic can be obtained.
- the combination with the speed reducer is not limited to the above example.
- the Viscus coupling shown in FIGS. 10 and 11 may be applied to the speed reducer shown in FIG.
- the present invention may be applied to a speed reducer having a configuration other than this.
- the present invention can be applied to a power transmission device used to direct energy recovery members such as windmill blades and light receiving panels in a system for recovering natural energy such as wind power and sunlight, for example, in an optimal recovery direction at that time. .
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Abstract
Description
Claims (10)
- 風力、太陽光等の自然エネルギを回収するシステムに使用される自然エネルギ回収システムの動力伝達装置であって、
電動モータと、
該電動モータと連結され、出力軸を備えた減速機と、
前記電動モータと減速機の出力軸との間の動力伝達経路に対して付設され、前記出力軸の回転速度が上昇したときに、該動力伝達経路の回転抵抗を増大させる液体を媒体とした流体ブレーキ機構と、
を備えたことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項1において、
前記減速機が、2段以上の減速段で構成され、且つ、入力側の減速段に前記流体ブレーキ機構が付設されている
ことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項1または2において
前記流体ブレーキ機構が、前記出力軸側からの強制駆動回転が伝達される回転部が前記液体中に配設され、該回転部の回転速度の上昇に応じて該回転部が前記液体から受ける回転抵抗が増大する構成とされている
ことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項3において、
前記流体ブレーキ機構が、前記回転部としての第1プレートと、該第1プレートと同軸に配置された第2プレートが、前記液体中に軸方向に交互に配置されたヴィスカスカップリングである
ことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項4において、
前記第1プレートが電動モータのモータ軸またはこれと一体的に回転する部材に設けられ、前記第2プレートが前記減速機のケーシングまたはこれと一体化された固定部材に設けられている
ことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項4において、
前記第1プレートが電動モータのモータ軸またはこれと一体的に回転する部材に設けられ、前記第2プレートが該第1プレートより遅く回転する回転部材に設けられている
ことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項3において、
前記減速機が、偏心揺動する複数の外歯歯車と、該外歯歯車が内接噛合する内歯歯車と、を有する内接噛合遊星歯車減速機構を備え、
前記流体ブレーキ機構が、前記回転部としての前記複数の外歯歯車と、該外歯歯車の軸方向外側に配置され該複数の外歯歯車と前記内歯歯車との間の空間を閉塞する2枚の遮蔽板と、前記複数のそれぞれの外歯歯車の間に配置され該閉塞された空間内の潤滑油が軸方向に相互に行き来するのを制限する仕切板と、を備えた構成とされた
ことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項7において、
前記仕切板に、前記潤滑油が軸方向に相互に行き来するのを制限する程度を規定するための貫通孔が形成されている
ことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項7または8において、
前記仕切板の熱膨張率が、前記外歯歯車及び内歯歯車の熱膨張率より大きい
ことを特徴とする自然エネルギ回収システムの動力伝達装置。 - 請求項1~9のいずれかにおいて、
前記流体ブレーキ機構が、前記減速機の潤滑油を巡回させるためのポンプの吐出配管に絞り弁を介在させた構成とされた
ことを特徴とする自然エネルギ回収システムの動力伝達装置。
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CN200980132787.4A CN102132040B (zh) | 2008-08-25 | 2009-08-20 | 自然能量回收系统的动力传递装置 |
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JP2008215975A JP5221246B2 (ja) | 2008-08-25 | 2008-08-25 | 自然エネルギ回収システムの動力伝達装置 |
JP2008-215975 | 2008-08-25 |
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Cited By (2)
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ITBO20110490A1 (it) * | 2011-08-05 | 2013-02-06 | Bonfiglioli Riduttori Spa | Generatore eolico |
EP2772663A3 (en) * | 2013-02-27 | 2016-05-11 | Sumitomo Heavy Industries, Ltd. | Planetary gear speed reducer and method for manufacturing the same |
Families Citing this family (8)
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JP5074437B2 (ja) * | 2009-03-16 | 2012-11-14 | 住友重機械工業株式会社 | 風力発電機のヨー駆動装置用の減速機 |
JP5256256B2 (ja) * | 2010-08-02 | 2013-08-07 | 住友重機械工業株式会社 | 風力発電設備の減速装置 |
JP5721997B2 (ja) * | 2010-10-27 | 2015-05-20 | 住友重機械工業株式会社 | 風力発電設備に使用する減速装置及び風力発電設備のヨー駆動装置 |
JP5579050B2 (ja) * | 2010-12-28 | 2014-08-27 | 住友重機械工業株式会社 | 風力発電設備に用いられる減速装置 |
JP5520247B2 (ja) * | 2011-03-02 | 2014-06-11 | 住友重機械工業株式会社 | 風力発電設備の減速装置及び出力ピニオンを備えた減速装置 |
DE102017104474A1 (de) * | 2017-03-03 | 2018-09-06 | Wobben Properties Gmbh | Verstelleinheit für eine Azimutverstellung und/oder für eine Pitchverstellung einer Windenergieanlage und Verfahren |
TWI642841B (zh) * | 2017-05-23 | 2018-12-01 | 劉文欽 | Power converter with rotational force feedback control speed |
ES2862724T3 (es) * | 2017-06-07 | 2021-10-07 | Sb Patent Holding Aps | Sistema de frenado en derrape multisuperficie para una turbina eólica |
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JPS649062A (en) * | 1987-06-29 | 1989-01-12 | Mitsubishi Electric Corp | Motor driven power steering device |
JP2005113899A (ja) * | 2003-09-19 | 2005-04-28 | Nabtesco Corp | 風力発電機のヨー駆動方法および装置 |
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JP2005061519A (ja) * | 2003-08-12 | 2005-03-10 | Nabtesco Corp | 風力発電装置のヨー駆動装置に用いる減速機 |
-
2008
- 2008-08-25 JP JP2008215975A patent/JP5221246B2/ja not_active Expired - Fee Related
-
2009
- 2009-08-20 CN CN200980132787.4A patent/CN102132040B/zh not_active Expired - Fee Related
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Patent Citations (2)
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JPS649062A (en) * | 1987-06-29 | 1989-01-12 | Mitsubishi Electric Corp | Motor driven power steering device |
JP2005113899A (ja) * | 2003-09-19 | 2005-04-28 | Nabtesco Corp | 風力発電機のヨー駆動方法および装置 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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ITBO20110490A1 (it) * | 2011-08-05 | 2013-02-06 | Bonfiglioli Riduttori Spa | Generatore eolico |
EP2772663A3 (en) * | 2013-02-27 | 2016-05-11 | Sumitomo Heavy Industries, Ltd. | Planetary gear speed reducer and method for manufacturing the same |
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CN102132040B (zh) | 2014-07-02 |
JP2010048244A (ja) | 2010-03-04 |
JP5221246B2 (ja) | 2013-06-26 |
CN102132040A (zh) | 2011-07-20 |
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