Nabtesco Patente

A wind propulsion device (1) installed on a ship (2) and configured to generate propulsive force by receiving wind, the wind propulsion device (1) including: a rotor sail body (111) that can rotate around an axis (RC) extending vertically from the hull (3); and a lower cylindrical portion (112) having a cylindrical shape that is provided between the hull (3) and the rotor sail body (111), connected to a lower part of the rotor sail body (111), and configured to rotate integrally with the rotor sail body (111).

A wind propulsion device (1) according to an aspect of the present invention is installed on a movable body (2) and configured to generate propulsive force by receiving wind. The wind propulsion device (1) includes: a rotator (20A, 20B) including a frame (21) having an annular shape around a rotation axis (RC), the rotator (20A, 20B) being rotatable around the rotation axis (RC); and a plurality of blades (10A to 101) each fixed to the frame (21), the plurality of blades (10A to 10I) being provided such that imaginary straight lines connecting respective opposite ends in a direction orthogonal to the rotation axis (RC) are parallel. The plurality of blades (10A to 10I) include a central blade (10A), and an imaginary straight line connecting opposite ends of the central blade (10A) passes through a center of the frame (21).

A wind propulsion device (1) according to an aspect of the present invention is installed on a movable body (2) and configured to generate propulsive force by receiving wind. The wind propulsion device (1) includes: a rotator (20) including a frame (21) having an annular shape around a rotation axis (RC), the rotator (20) being rotatable around the rotation axis; and a plurality of blades (10A-10I) provided such that imaginary straight lines connecting respective opposite ends in a direction orthogonal to the rotation axis (RC) are parallel, wherein the rotator (20) has a strut structure (25) including a plurality of struts (27) that are connected to the frame (21) and support the plurality of blades (10A-10I), respectively.

A state determination apparatus (100) is a state determination apparatus (100) adapted to determine a state of at least one of an air control valve (24, 28) or a flow path (20) used in a vehicle brake, wherein the air control valve (24, 28) discharges air with an output pressure corresponding to an input pressure, which is a pressure of air introduced, to a supply flow path leading to a brake cylinder (16t), the state determination apparatus (100) including: an acquisition unit (110) that acquires a first measurement value of the input pressure and of the output pressure at one or more points of time in a pressure intensification period in which the input pressure increases and acquires a second measurement value of the input pressure and of the output pressure at one or more points of time in a pressure reduction period in which the input pressure decreases; a calculation unit (120) that calculates a difference in at least one of the input pressure or the output pressure between the pressure intensification period and the pressure reduction period, based on the first measurement value and the second measurement value; and a determination unit (130) that determines a state of at least one of the air control valve (24, 28) or the flow path (20) according to the difference.

A multiplexing control apparatus (210) includes: three controllers (C1-C3) that output a digital voltage signal including two-phase voltage command values for a motor (300) in an orthogonal coordinate (fixed coordinate) system (α, β); and a signal control unit that receives the digital voltage signal output from at least two of the three controllers (C1-C3), selects, based on a predetermined priority order, the digital voltage signal output by the controller (C), of the controllers (C) outputting the digital signal input to the signal control unit (211), that does not malfunction and generates and outputs a PWM signal based on the digital voltage signal selected.

A multiplexing control apparatus (210) includes: three controllers (C) that output U-phase, V-phase, and W-phase analog voltage signals including U-phase, V-phase, and W-phase current command values for a motor (300), respectively; switches (SW1-SW3) provided for respective controllers (C) to switch the output lines to allow connection or disconnection; a U-phase intermediate value selection unit (211U) that receives U-phase output values of the switches (SW) and selects an intermediate value of the U-phase output values received; a V-phase intermediate value selection unit (211V) that receives V-phase output values of the switches (SW) and selects an intermediate value of the V-phase output values received; a W-phase intermediate value selection unit (211W) that receives W-phase output values of the switches (SW) and selects an intermediate value of the W-phase output values received; and a PWM output unit (212) that generates and outputs a PWM signal based on U-phase, V-phase, and W-phase intermediate values.

A brake control apparatus for railway vehicles (50) includes: a flow sensor (80) provided in a flow path between a brake control valve (14) controlled according to a brake command and a brake cylinder (16t) operating according to a pressure of a fluid; a determination unit 62 that determines whether a fluid leak occurs based on an output value of the flow sensor (80); and an isolation valve (30) provided in a flow path (20) between the brake control valve (14) and the brake cylinder (16t); and an isolation control unit (64) that controls, by using the isolation valve (30), a downstream side of the isolation valve (30) in the flow path (20) to be isolated from an upstream side of the isolation valve (30) when a fluid leak is identified.

A speed reducer includes a case, a carrier that is at least partly disposed in the case, a main bearing disposed between the case and the carrier, and a sealing member that seals between the carrier and the case. At least one of the carrier or the case includes a main body portion and a flange portion. The main bearing is pressed in an axial direction between the main body portion of the carrier and the case. The sealing member is pressed in the axial direction between the flange portion of the carrier and the case. Alternatively, the main bearing is pressed in the axial direction between the main body portion of the case and the carrier. The sealing member is pressed in the axial direction between a flange portion of the case and the carrier.

A wind power generation device control system (100a, 100b) includes: a blade wind detecting device (400, 400a, 400b, 400c) for detecting at least one of a wind direction or a wind speed on at least one blade (230a, 230b, 230c) of a wind power generation device (200); and a blade control device (300a, 300b, 300c) for controlling at least one of (i) a pitch angle of the at least one blade (230a, 230b, 230c) or (ii) a yaw angle of the wind power generation device (200), based on at least one of the wind direction or the wind speed detected by the blade wind detecting device (400, 400a, 400b, 400c).

An embodiment of the present invention provides a door drive device for a railway vehicle. The door drive device includes: a drive unit (2) for driving a door (11A, 11B) that opens and closes a doorway (10) of a railway vehicle; and a locking mechanism (3) for locking the door (11A, 11B) while the door (11A, 11B) is fully closed so that the door (11A, 11B) does not move in an opening direction. The locking mechanism (3) is provided on a side facing away from a door hanger (12A, 12B) that supports the door (11A, 11B), with respect to the drive unit (2).

An aerial vehicle obtains information regarding the external condition of a wind turbine. The wind turbine includes a tower, a nacelle rotatably supported by the tower, and a wireless charging device provided in the nacelle for charging the aerial vehicle. The aerial vehicle charged by the wireless charging device can stably acquire information regarding the appearance of the wind turbine without being limited in an available flight time.

It is determined which of the teeth of a ring gear are subject to a load and to what extent the load is exerted. A load measuring system includes: a load detecting part for use in a moving part of a wind turbine, the moving part including a ring gear with a plurality of teeth and at least one drive unit with a pinion meshing with the ring gear, the load detecting part being configured to detect an applied load that is exerted on a tooth of the ring gear due to application of an external force or a driving force of the drive unit via the pinion with the ring gear meshing with the pinion; and a position identifying part for identifying, from among the teeth of the ring gear, a target tooth subject to the applied load.

The control valve (1) includes a plurality of proportional valve blocks (10) stacked in a stacking direction. Each proportional valve block (10) includes an electromagnetic proportional valve (11) for controlling supply of fluid from a supply source to the proportional valve block (10) and discharge of the fluid from the proportional valve block (10). The control valve (1) further includes a valve ECU (20) configured to output drive current for driving the electromagnetic proportional valves (11) through the plurality of drive lines (25). The valve ECU (20) is connected to each of the electromagnetic proportional valves (11) via corresponding one of the plurality of drive lines (25).

A joint mechanism (21, 22, 23) for construction machine (10) includes: a drive unit (101, 102, 103, 104) including an electric motor (110), the drive unit being capable of outputting torque; a first member (30, 50, 60) including a first coupling wall (37, 53, 64, 253, 353) and a second coupling wall (39, 55, 66, 255, 355) that are aligned in an axial direction along a rotation axis (21J, 22J, 23J) of the torque output by the drive unit; a second member (30, 40) at least partially located between the first coupling wall and the second coupling wall in the axial direction; and a coupling member (71, 81, 91) that couples the first coupling wall and the second member so as to allow relative rotation in a circumferential direction around the rotation axis. The drive unit couples the second coupling wall and the second member so as to allow relative rotation in the circumferential direction.

An aspect of the present invention provides a door drive device (1) for a railway vehicle. The door drive device (1) includes: a rack (31A, 31B) constituting a rack-and-pinion mechanism (30), the rack-and-pinion mechanism (30) being configured to transmit driving force of a drive unit (2) in order to open and close a door (11A, 11B), the drive unit (2) being configured to drive the door (11A, 11B), the door (11A, 11B) being configured to open and close a doorway (10) of a railway vehicle, the rack (31A, 31b) having a first wall (35, 135); a connecting member (50A, 50B) connecting (i) a locking mechanism (3) configured to lock the door (11A, 11B) so that the door (11A, 11B) is prevented from moving in an opening direction while the door (11A, 11B) is fully closed and (ii) the rack (31A, 31B), the connecting member (50A, 50B) having a second wall (55, 155) that butts up against the first wall (35, 135) in an extending direction of the rack (31A, 31B); and a fastening member (59) fastening the connecting member (50A, 50B) to the rack (31A, 31B) in a direction intersecting the extending direction.

An abnormality detecting device(1) relating to the present invention includes at least two first cover parts (14) arranged next to each other in a circumferential direction; a plurality of electrode parts (5) respectively supported by the first cover parts (14); a plurality of magnet parts (4) provided inside of the first cover parts (14) in the radial direction, where each magnet part (4) is in contact with a corresponding one of the electrode parts (5); and at least two second cover parts (22) provided between adjacent ones of the first cover parts (14) in the circumferential direction. Each electrode part (5) has an oil-repellent surface.

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A bolt-type sensor device (30) includes a top end portion (32) having a threaded portion, a bolt head portion (31) thicker than the threaded portion (32A), and an intermediate axial portion (33) that is positioned between the top end portion (32) and the bolt head portion (31) and that is thinner than the threaded portion (32A), and a physical change detecting unit (40) provided on the intermediate axial portion (33) and being configured to detect a physical change experienced by the intermediate axial portion (33).

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