Honda Motor Co., Ltd.

Daiko Tsutsumi

Takeshi Matsumoto

Akinori Kita

Hiroshi Chishima

Yuya Ishihara

Hirotsugu Kudo

Masashi Eto

Kengo Ishimitsu

Yuji Ishitsuka

Tadashi Kurotani

Masashi Kato

Kenji Shigetoyo

Kohei Kuzuoka

Masayoshi Kawaguchi

Yoshitaka Minagawa

Koji Hosono

An aircraft propulsion system capable of reducing a rotational load of an engine shaft is provided. An aircraft propulsion system includes a plurality of engines (-and-) and a controller (). When a flight state is a first state, the controller () causes some of the plurality of engines (-and-) to operate while stopping the remaining engine. At least one engine (-) of the plurality of engines (-and-) includes a bleed air hole (-), a bleed air pipe (-), and a bleed air valve (-). When causing the engine (-) which has stopped to start up again, the controller () opens a bleed air valve (-) in the engine (-) which is in operation and supplies compressed air of the compressor (-) to the compression chamber (-) of the engine (-) which has stopped.

Aircraft propulsion system with reduced rotational load of an engine shaft

An electric power control device includes an acquisition unit configured to acquire information indicating a maximum power value that is a maximum value of electric power that can be output from a battery without causing an excessive output voltage drop and information indicating a requested power value, a determination unit configured to determine a suppliable power value indicating electric power that can be supplied from the battery to a starting mechanism when starting a stopped internal combustion engine, based on a difference between a maximum power value and a requested power value, and a control unit configured to start the internal combustion engine using electric power corresponding to the suppliable power value determined by the determination unit.

Electric power control device, moving object, and electric power control method

A power supply device includes a power generator, a drive source, a plurality of power supply lines, a plurality of batteries, a diode, a difference calculating unit, or, and a difference summing unit. The difference calculating unit, oris configured to calculate a difference between demanded electric power P, P, P, or Pin the corresponding power supply line and a charge state of the corresponding battery. The difference summing unitis configured to sum the differences in electric power in the power supply lines calculated by the difference calculating units, and. In the power supply device, the drive source is controlled such that electric power equal to or higher than the electric power calculated by the difference summing unitis generated by the power generator.

Battery charge difference calculation system

A hybrid aircraft that flies by using a plurality of rotors (takeoff and landing rotors and cruise rotors) includes a generator, a battery charged with power generated by the generator, a plurality of electric motors that rotate the respective rotors by the power generated by the generator and power supplied from the battery, and a controller that sets a target remaining capacity of the battery according to a flight state of the aircraft and controls charging and discharging of the battery so that the remaining capacity of the battery approaches the target remaining capacity.

Hybrid aircraft

Before power is supplied to a load from a capacitor and a plurality of batteries, a battery for initially supplying power for charging to the capacitor is determined from among the plurality of batteries, based on a result of acquiring the voltage of each battery, and voltage equalization of the plurality of batteries is performed in response to power for charging being supplied to the capacitor from the determined battery.

Battery control apparatus for power supply system

Provided is a multicopter providing a high level of freedom in compact design, and consuming a relatively small amount of energy. The multicopter () includes a machine body (), an N number of first lift generators () arranged on a first concentric circle (C) centered substantially around a gravitational center (G) of the machine body () and in a front part and a rear part of the machine body in a bilateral symmetry, and an M number of second lift generators () arranged on a second concentric circle (C) centered substantially around the gravitational center (G) of the machine body () and having a larger diameter than the first concentric circle (C), and in a front part and a rear part of the machine body () on a central axial line (X) extending in a fore and aft direction of the machine body (), N being greater than M.

Multicopter

An aircraft propulsion system capable of improving the restartability of an engine is provided. An aircraft propulsion system includes: a plurality of engines (-and-); an electric generator connected to engine shafts (-and-); a plurality of electric motors; a plurality of rotors; and a controller () which controls an operation state of the plurality of engines (-and-). The controller () causes a part of the plurality of engines (-and-) to operate while stopping the remaining engine when a flight state is in a first state. The plurality of engines (-and-) include circulators (-and-). A plurality of communication pipes (and) which communicate the circulator (-) in the first engine (-) among the plurality of engines (-and-) with the circulator (-) in the second engine (-) are provided.

Aircraft propulsion system

Technology for operating an engine smoothly is provided. In an aircraft propulsion system, a controller causes at least a first engine among the plurality of engines to be stopped and causes a second engine, which has not been stopped, to be operated when an aircraft is flying in a prescribed flight mode and causes the first engine to be operated and causes the second engine to be stopped when a detector detects that the temperature related to the first engine is less than or equal to a first prescribed temperature.

An internal combustion engine fuel supply system includes a first fuel tank, a separator, and circuitry. The first fuel tank is to store fuel. The separator is connected to the first fuel tank to separate the fuel supplied from the first fuel tank into a high octane fuel and a low octane fuel which are to be supplied to an internal combustion engine. The high octane fuel has a first octane number. The low octane fuel has a second octane number lower than the first octane number. The circuitry is configured to determine whether fuel has been supplied to the first fuel tank, and to operate the separator to separate the fuel into the high octane fuel and the low octane fuel when it is determined that fuel has been supplied to the first fuel tank.

Internal combustion engine fuel supply system and internal combustion engine fuel supply method

A fuel supply apparatus includes a raw-fuel tank, a separator, a heater, a cooler, and an adjustment mechanism. The raw-fuel tank is to store raw fuel. The separator is to separate the raw fuel into a first fuel and a second fuel. The adjustment mechanism is to perform adjustment of at least one of a first factor, a second factor, and a third factor so that a first temperature of the separator is set to within a predetermined first temperature range or is set to a first target temperature. The first factor includes a flow rate of the raw fuel. The second factor includes an amount by which the raw fuel is heated in the heater. The third factor includes an amount by which the second fuel is cooled in the cooler.

Fuel supply apparatus, computer-readable storage medium, and method of controlling fuel supply apparatus

In a fuel supply system, at least one of a first negative pressure Pand a second negative pressure Pis adjusted such that a width of a negative pressure range [P, P] of a condenser in a second state, that is, the difference P&#x2212;Pof the first and second negative pressure, becomes smaller as a concentration Cof high-octane number component of a raw fuel Fis lower. A term until the internal atmospheric pressure P of the condenserrises from the first negative pressure Pto the second negative pressure Pin a negative pressure control processing, that is, the term which the second state is maintained, is shortened. Therefore, the number of times the negative pressure control process is repeated is increased, thus the increase of an accumulated recovery amount of the first fuel Fwith high concentration of high-octane number component is attained.

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Wako, Japan

Daiko Tsutsumi