JPH116451A - Drive device containing magnetic friction transmission device and drive method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the loss factor of a drive device for various vehicles and various pushers for a ship containing transmission of a ultrahigh speed high power to remarkably reduce weight, and utilize the strong attraction force of a magnet and eminently reduce incurring of a frictional heat loss through rolling contact. SOLUTION: In s drive device and a drive method, the engaging strength of a gear device is endlessly reduced to the 0 side by utilizing the strong attraction force of a magnet attracting a different pole, and through rolling contact, a friction heat loss is reduced to zero as much as possible and transmission of ultrahigh speed high power is practicable and a transmission heat loss of a power is remarkably reduced. By using a so formed various magnetic friction transmission device for nucleus, a permanent magnet and an electromagnet are effectively utilized to a limit. The same poles are effectively utilized containing the strong repellent force of a magnet.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to the use of a magnetic friction power transmission device, mainly based on the earlier application, to convert the rotational power of the various heat engines of the earlier application into rotation of the wheels of various vehicles and the propulsion devices of various ships. The present invention relates to a driving device and a driving method for conversion.

[0002]

2. Description of the Related Art As conventional technologies, there are various vehicles for war including ordinary vehicles and tanks, various vehicles for railroads and various work vehicles including cultivators, and similarly, from ultra-small to ultra-large and from low to ultra-high speed. There is a problem that it is not suitable for transmission of ultra-high speed or large power because the gears are used for the power transmission device including speed change, reverse rotation, etc. The present proposal including a magnetic friction power transmission device of the present application is the main shaft, and Japanese Patent Application No. 9-106925 of the previous application including various patented patent No. 2604636 all-rotor blade steam turbine and its improvement as various heat engines. There are engines (fully rotating engine target) and Japanese Patent Application No. 9-97870 various energy storage cycle internal combustion engines (fully reciprocating engine target).

[0003] A general description of various steam-gas turbine combined engines is as follows. Combustion gas as a working gas of a gas turbine generally has a very high air ratio, and often contains air that is about four times the stoichiometric mixture ratio. Nearly 80% of the highly compressed air that consumes a large amount of heat energy is wasted, resulting in a large loss and a large increase in thermal efficiency is not possible. Therefore, all of the highly compressed air is effectively used. Technologies that have been highly anticipated and invented with the aim of achieving a thermal efficiency of 60% to 80% are various steam / gas turbine combined engines or all bladed steam / gas turbine combined engines.

[0004] Among various steam and gas turbine combined engines,
The general description of various all-blade steam / gas turbine combined engines is as follows. When moving a car by hand, if you push it by hand with the brake applied, you will be very tired, but the amount of work is 0, and the added energy is The loss is 100%, and it is easy to move when the brake is released and pressed, and 100% objective can be achieved by the added energy. That is, if a turbine or a compressor has a stationary blade, the work amount is greatly reduced and an extremely large loss is caused.・ As a combined gas turbine engine, the thermal efficiency is raised to 80%. Therefore,
In order to optimize the double reversal speed ratio between the outer shaft device and the inner shaft device, instead of a double reversing gear device having a large frictional heat loss,
It uses a magnetic friction power transmission device including a double reversal magnetic friction power transmission device at its core.

[0005] The outline of various energy storage cycle internal combustion engines is as follows.
As shown in FIG. 15A, since the combustion chamber is formed between the inner surface of the cylinder head and the upper surface of the piston, the maximum combustion pressure and the maximum combustion temperature are applied to the large-diameter combustion chamber, and airtightness and cooling are essential. In addition to the large increase in cooling loss,
Increasing the maximum combustion pressure in order to increase the thermal efficiency increases adverse effects such as a large increase in weight per unit of output and friction loss.Therefore, even if the maximum combustion pressure is increased, the weight per unit of output and friction loss increase. As a small number of cycles, there is a strong demand for technologies that greatly reduce weight and greatly reduce cooling loss and friction loss.

In other words, when burning, there is usually a burning period of about 40 ° to 60 ° after the dead center, and there is a strong demand for a technique for effectively utilizing this burning period to the utmost. However, when the piston starts to recede from the dead center, combustion occurs with the combustion chamber communicating with the inside of the cylinder, and the volume of the combustion chamber rapidly increases as the piston retreats, resulting in an extremely non-constant volume. Combustion occurs, and the combustion pressure and combustion temperature drop sharply, causing a sudden shift to the worst combustion conditions. Therefore, when NOx is reduced, unburned components increase, and when combustion is performed to reduce unburned components, NOx increases. Therefore, the combustion condition is improved to the limit twice as much as two times in one combustion, with the entire combustion period of about 40 ° to 60 ° after dead center as the constant volume high pressure and high pressure stirring combustion period and the ultra high speed stirring combustion period. There is a long-awaited need for such technology, and what we have invented are various energy conservation cycle internal combustion engines.

[0007] In other words, most of the heat energy, including all of the maximum heat energy generated by combustion, such as a constant volume cycle engine or a constant pressure cycle engine, has a heat energy close to 80%, for example. Is released by 30 ° after dead center, the thermal energy decreases by the amount released,
It consumes as an increase in friction loss, so the work amount is very small.In addition, the friction loss is small, the work amount per unit time is maximum, and the largest amount of heat energy needs to be released. For a perfect machine at 90 ° after dead center, the thermal energy is greatly reduced to about one-fourth, etc.
Large loss around 0%, 40% in constant volume cycle engine
The technology that shifts the maximum heat energy release timing from the maximum friction loss side to the minimum friction loss side is highly anticipated. .

[0008] The energy conservation cycle will be described in comparison with the case where we step down the bicycle petal vertically and move forward efficiently. In a constant volume cycle engine or a constant pressure cycle engine, the maximum heat energy generated by combustion is considered. Most of the heat energy, including all
Although we are familiar with the laws of nature, we do not do elementary school children, such as releasing all energy vertically when the bicycle petal is at the top dead center, and especially rotate with minimal friction loss Power conversion efficiency is 90 ° after top dead center
And it is expected that very few people will greatly reduce the force applied to a bicycle petal to about 14 times. Since we are familiar with the laws of nature, when the bicycle petal is at the top dead center, the required minimum amount of energy is released. The force applied to becomes larger. In other words, various energy-storing cycle internal combustion engines optimize the timing and amount of heat energy to be released in the same way as when we efficiently advance a bicycle.

[0009]

As is known from the prior application, for example, when the vehicle is suddenly stopped, the wheel is stopped by sudden braking, but the wheels including the frozen road are stopped at once. There is a problem that it is better to stop while rotating slightly, but to convert the vast amount of energy that suddenly stops the car into electric power most efficiently and store it, the most efficient during acceleration There is a problem that can not be used. In other words, the vast amount of energy that suddenly stops the car is converted into electric power with the highest efficiency and stored,
For the most efficient use during acceleration, a light-weight super-high-power generator and motor that transmit power by rolling contact are essential, but for that purpose, the generator and the motor or the generator / motor must have an ultra-high peripheral speed. There is a problem whether it can be installed in the area and it can be made lightweight and super-large output. As is known,
The heat engine has the best number of revolutions and loads with the highest thermal efficiency.For example, when starting, accelerating, and stopping a car, it is not possible to use a generator and a motor or a generator / motor to maintain the best number of revolutions and loads. There is a problem.
As is known, there are areas where automobile exhaust gas pollution is large and small, and there is a problem of using a generator and a motor or a combination of a generator and a motor to make the pollution uniform. Also, for example, when berthing a ship, it is sometimes preferable to provide a plurality of auxiliary propulsion units in addition to the main propulsion unit so that the auxiliary propulsion units can move in all directions. A technology that efficiently uses power generation and storage is expected.

[0010]

[Means for Solving the Problems] In order to solve any of the above-mentioned problems, a generator and a motor or a combination of a generator and a motor are provided in an ultra-high peripheral speed range to enable light and super-high output.
For that purpose, the use and improvement of the magnetic friction power transmission device described in the energy conversion method and device including the magnetic friction power transmission device of Japanese Patent Application No. Hei 8-204049 of the earlier application are essential. A magnetic friction power transmission device will be described with reference to FIGS. 1 and 2. Various power transmission devices including normal speed change and reverse rotation mainly use a gear device. Since a tooth surface is required, lubricating oil is required and friction heat loss is also large.Transmission of large power requires a super-large lubricating oil cooler. There is a problem that the device is unsuitable, and in order to transmit power most efficiently, an ultra-high-speed large power transmission device by rolling contact is essential. Therefore, in order to enable an ultra-high-speed large-power transmission method and device, and to eliminate the need for lubricating oil, a power transmission device by rolling contact with a sliding tooth surface of the gear device being almost nil is indispensable. As shown in FIGS. 1 and 2, it is also necessary to reduce the meshing height of the gears as much as possible to reduce the width, and includes a ferromagnetic material (ferromagnetic material) utilizing the strong attractive force of the magnet of the earlier application. In addition, the use of various magnetic friction power transmission devices is also essential.

That is, by utilizing the strong attraction force of the magnet, the meshing height of the gear is reduced to zero as much as possible, the meshing width is also reduced, and the rolling contact is brought closer, so that the frictional heat loss is reduced to almost zero. It eliminates the need for a lubricating oil cooler and enables harmless water cooling in place of an ultra-high-speed power transmission device and lubricating oil. That is, various magnetized friction wheels or magnetic friction wheels are used in place of various gears, and a flat uneven magnetic friction wheel or a flat uneven magnetic friction wheel is used in the power transmission surface, for example, in place of a spur gear. In place of the helical uneven magnetic friction wheel or helical uneven magnetic friction wheel, and in place of the yamaba gear, a yamaha uneven magnetic friction wheel or a yamaha uneven magnetic friction wheel is provided, and the magnetic friction wheel and the magnetic friction wheel device are provided. As a (magnetic friction power transmission device), as shown in FIG. 2, a magnet to be attracted is provided on the upstream side in the rotation direction or outside the yoke as a shape adapted to a mounting location or a magnetic pole. Or electrically invert the direction of the current to make the magnetic pole reversible, and the same pole is similarly provided with a repelling magnet on the downstream side or outside the yoke, and mechanically or electrically at the time of reverse rotation Allows magnet attraction and repulsion, including reversing magnetic poles As much as possible, as well as various known gear-type power transmission devices, including a magnetic friction power reduction device, a magnetic friction power reversing device, a magnetic friction transmission, a magnetic friction attachment / detachment device, and a magnetic friction power continuously variable transmission. In addition, various magnetic friction power transmission devices are configured and used at the core. Also, as shown in FIG. 2, the magnetic friction power continuously variable transmission is provided with a conical inner surface mainly made of a substance adsorbed by a magnet, and the inner surface is provided with an appropriate elasticity friction increasing means. The input shaft is a suitable cylindrical input shaft magnet which is rotatably supported as a magnetic friction wheel on a special output shaft side, is rotatably supported by a predetermined length by being adsorbed on the inner surface and rotatably reciprocated. As a rotating power of the output shaft including a conical inner surface by the rotating power of the shaft, a magnetic friction power continuously variable transmission that reciprocates continuously while rotating the inner surface.

Referring to FIG. 3, FIG. 4 and FIG. 5, the core use of the magnetic friction power transmission device including the prior application will be described.
No. 636 ・ All-rotor blade steam turbine and Japanese Patent Application No. 9-106925 for complete rotation engine including the improvement ・ Various steam and gas turbine combined engines and Japanese Patent Application No. 9-97870 for complete reciprocation engine Various energy conservation cycles Using an internal combustion engine, a number of known heat engines are applied mutatis mutandis, and by using a core including a magnetic friction power transmission device in a transmission thereof, heat generation due to rolling contact is greatly reduced while friction heat loss is greatly reduced. Reduction and large increase of the gear ratio, providing a generator and a motor or a generator / motor in the super high peripheral speed rotating part, greatly increasing the rotational force and power generation and enabling a lightweight super large output, for example The enormous energy that suddenly stops the car is converted to electric power with the greatest efficiency and stored, and used by the most efficient device during acceleration or high-speed driving, etc. Thereby enabling increasing the cycle, a constant speed when the following travel also was possible to most efficiently converted into electric power energy storage surplus energy, also including functions of the electric vehicle. Also, when driving various marine propulsion systems, the combined steam and gas turbine engine of the earlier application
Energy conservation cycle internal combustion engines are also aimed at high speed rotation and light weight and large output, so the most efficient deceleration is achieved using various magnetic friction power transmission devices.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The first, second, and third embodiments of the present invention will be described with reference to FIGS. 3, 4, and 5, and FIG. By using the magnetic friction power transmission device of the previous application and the core including the improvement, the friction heat loss is greatly reduced as a power transmission device that is very close to rolling contact, and ultra-high speed and large power transmission are most efficient. Since the invention enables the use of water-cooling as well as well, the prior art includes various types of vehicles and marine propulsion devices that can be used without limitation. As an organization, Japanese Patent Application No. 9-10692
No. 5 various steam and gas turbine combined engines and Japanese Patent Application No. 9-90
No. 97870 Various energy conservation cycle internal combustion engine.

FIG. 1 shows a magnetic friction power transmission device used as a core.
Referring to FIG. 2, including the above description, the different poles represent the strong attractive force of the attracting magnet, or the strong attracting force of the magnet that attracts the ferromagnetic material, and the same pole represents the strong repulsive force of the repelling magnet. Utilizing a power transmission device that is very close to rolling contact caused by magnetism and frictional force, the most preferable means for reducing friction loss is to bring the gear engagement depth of the gear unit closer to 0 according to the application, The friction friction loss is greatly reduced by rolling contact with no tooth flank of the gears, and a magnetic friction power transmission device, a magnetic friction clutch device, a magnetic friction reversing device, and a magnetic friction reduction device, like the gear device. Device and magnetic friction speed-up device, etc., greatly increase the strength of the power transmission surface to enable a significant reduction in weight, greatly reduce the frictional heat loss, greatly increase the permissible peripheral speed, and improve the lubricating oil cooler. Large reduction It allows you to water cooling.

In the first embodiment shown in FIG. 3, the rotational power of the heat engine is increased by a magnetic friction power transmission device to, for example, an optimum rotational speed so that the generator can be driven most efficiently and / or an optimal rotational speed. The vehicle is most efficiently driven by rotating the axle including the axle drive reducer, and the power from the generator is charged to the storage battery, and when used as an electric vehicle, directly or by the inverter using the power of the storage battery. To drive the vehicle most efficiently by rotating the axle including the axle drive reducer via the magnetic friction power transmission device with the rotation power of the motor, and drive the vehicle with the heat engine and the motor. At that time, the magnetic friction power transmission device is rotated by the heat engine and the electric motor, and the axle including the axle drive reducer is rotated to drive the vehicle most efficiently.

Alternatively, the rotational power of the heat engine is increased to an optimum rotational speed by a magnetic frictional power transmission device so that the generator can be driven most efficiently, and / or the rotational speed of the heat engine is reduced to an optimal rotational speed to produce a marine propulsion device. Driving the ship most efficiently, charging the electric power from the generator to the storage battery, and in the case of electric driving, driving the electric motor directly by the power of the storage battery or through an inverter, and using the rotational power to generate the magnetic friction power When the ship is moved by decelerating through the transmission device and driving one or more marine auxiliary propulsion units most efficiently, and the marine propulsion units are driven by the heat engine and the electric motor, the magnetic friction power is generated by the heat engine and the electric motor. By rotating the transmission, the speed is reduced to the optimum speed, and the ship propulsion unit is driven most efficiently to drive the ship.

Alternatively, the rotational power of the heat engine is driven by a magnetic frictional power transmission device so that the generator can be driven at an optimum rotational speed and / or decelerated to the optimal rotational speed to rotate the axle including the axle drive reducer. To drive the vehicle directly by electric power from a generator or through a storage battery, and to rotate the axle including an axle drive reduction gear by the rotational power so that the vehicle can be driven. The motor drives the vehicle by rotating the axle including the axle drive reducer with the motor.

Alternatively, a generator is driven with the rotational power of the heat engine at an optimum rotational speed by a magnetic friction power transmission device, and the electric motor is driven by the electric power directly or via a storage battery, and the axle driving is reduced by the rotational power. The vehicle is driven by rotating the axle including the machine.

Alternatively, the rotating power of the heat engine is driven by a magnetic friction power transmission device to drive the generator at an optimum rotation speed and / or to reduce the speed to the optimum rotation speed to drive the marine propulsion unit to drive the ship. By driving the electric motor directly by the electric power from the generator or through the storage battery, the rotational power can drive the marine propulsion device or the marine auxiliary propulsion device, and the marine propulsion device is driven by the heat engine and the electric motor according to the situation. You.

Alternatively, the rotating power of the heat engine is driven by a magnetic friction power transmission device to drive the generator at an optimum rotation speed and / or to reduce the speed to the optimum rotation speed to drive the marine propulsion unit to drive the ship. , The power from the generator is stored in a storage battery,
The power can drive auxiliary marine propulsion systems including motors.

In the second embodiment shown in FIG. 4, the rotational power of the heat engine is increased to, for example, an optimum rotational speed by a magnetic friction power transmission device so that the generator / motor can be driven and / or the rotational speed of the heat engine can be optimized. The vehicle is driven by rotating the axle including the axle drive reducer to reduce the speed, and the power generated by the generator / motor is charged to the storage battery directly or through an inverter. The generator / motor is driven directly by the electric power or through the inverter, and the rotating power drives the vehicle by rotating the axle including the axle drive reducer through the magnetic friction / friction power transmission device, thereby driving the vehicle. When the vehicle is driven by the electric power of the axle, the rotational power of the heat engine is used to drive the axle via the magnetic friction power transmitting device and / the rotational power of the generator / motor is driven through the magnetic friction power transmitting device. The axle, including the speed machine is rotated to drive the vehicle.

Alternatively, an axle including an axle driving reducer, wherein the rotational power of the heat engine is driven by a magnetic frictional power transmission device so that the generator / motor can be driven at an optimal rotational speed and / or reduced to an optimal rotational speed. To rotate the vehicle to drive the vehicle, and the power from the generator / motor is charged directly or via the inverter to the storage battery. When used as an electric vehicle, the generator / motor is used directly from the storage battery or via the inverter. When the vehicle is driven by rotating the axle including the axle drive reducer with the rotational power, and the vehicle is driven by the electric power of the heat engine and the storage battery, the magnetic friction power transmission device is driven by the rotational power of the heat engine. The vehicle is driven by rotating the axle, including the axle drive reducer, via the and / or the rotating power of the generator / motor.

Alternatively, the rotating power of the heat engine is driven by a magnetic friction power transmission device so that the generator / motor can be driven at an optimum speed and / or the speed is reduced to the optimum speed to drive the marine propulsion unit. And the electric power from the generator / motor is charged to the storage battery directly or via an inverter, and in the case of electric driving, the generator / motor is driven directly by the power of the storage battery or via the inverter, and the rotating power is When a ship is moved by driving a marine propulsion device or a marine auxiliary propulsion device through a magnetic friction power transmission device, and a ship is driven by a heat engine and a storage battery, the magnetic friction power transmission device is driven by the rotational power of the heat engine. The marine propulsion unit drives the marine propulsion system through the magnetic friction power transmission device by means of the rotating power of the generator and electric motor.

Alternatively, the rotating power of the heat engine can be driven by a magnetic friction power transmission device so that the generator / motor can be driven at an optimum rotation speed and / or the ship propulsion device is driven at a reduced speed to drive the marine propulsion system. Driving, the electric power from the generator / motor is charged to the storage battery directly or via an inverter, and in the case of electric driving, the generator / motor is driven directly by the power of the storage battery or via the inverter, and the rotating power is used. When a ship is moved by driving a ship propulsion device or a ship auxiliary propulsion device, and a ship is driven by the electric power of a heat engine and a storage battery, the rotational power of the heat engine is used via a magnetic friction power transmission device and / or as a generator. The marine propulsion unit is driven by the rotating power of the electric motor to drive the ship.

In the third embodiment shown in FIG. 5, the rotational power of the heat engine is increased by, for example, an optimum rotational speed by a magnetic friction power transmission device to drive a generator, and the electric power is charged to a storage battery. / Drives the vehicle by rotating the axle, including the axle drive reducer, at the optimal speed. Alternatively, the rotational power of the heat engine is driven by a magnetic friction power transmission device to drive the generator as the optimum rotational speed, and the electric power is charged in the storage battery and / or reduced to the optimum rotational speed to drive the marine propulsion device. And then drive the ship.

The heat engine of the above-mentioned prior application is an all-blade steam turbine disclosed in Japanese Patent No. 2604636 shown in FIG. 6 and a combination of various steam and gas turbines of Japanese Patent Application No. 9-106925 of the previous application including FIGS. The engine and all the heat engines invented by me, such as the heat engine described in Japanese Patent Application No. 9-97870 of the earlier application including FIGS. For example, various vehicles such as diesel cars and various trucks (including super-large and three-wheeled vehicles) and various passenger vehicles (including buses and two-wheeled vehicles) that run on known tracks are used. Also, as various types of propulsion devices for ships, known screw propellers, aerial propellers, water jet pumps, Schneider propellers, nozzle propellers, etc. are driven to jet water to drive various types of ships. Shall do.

Referring to FIG. 6, a brief description of Japanese Patent No. 2604636 will be given. Rotating an outer turbine blade and a prior art inner turbine blade in which the prior art turbine vane is replaced with a moving blade in opposite directions. A double reversing gear unit is provided to make a steam turbine with all moving blades (all moving blades). In other words, when moving by pushing the car with your hand, if you push while holding the brake, you will be very tired, but the car will not move. That is, the added energy is a 100% loss according to the law of nature [0% loss in thermodynamics and a clear mistake]. In other words, since the brake is equivalent to the turbine vane of the prior art, the vehicle can be moved by releasing the brake (to make all the blades) and pushing it. In other words, the invention aims to eliminate the largest loss factor in conventional turbine technology.

Referring to FIG. 7, Japanese Patent Application No. 9-9 of the earlier application is referred to.
No. 7870, a first embodiment of the combined steam / gas turbine combined engine of the first embodiment of the combined steam / gas turbine engine will be briefly described. The above Patent No. 2604636 of FIG. The gas turbine compressor has also been improved to a full-blade compressor, and the outer shaft device and the inner shaft device rotating in opposite directions are optimally connected to each other by the double reversal magnetic friction power transmission device 14. Moving blade steam
It is a combined gas turbine engine.

The most distinctive feature of the steam / gas turbine united engine is that the heat exchanger is provided in the gas turbine combustor to form the combustor / heat exchanger 4 and the spiral welding structure including the heat exchanger is greatly improved. As shown in FIG. 7, for example, as shown in FIG. 7, the combustor is designed as a high-pressure pressure vessel, and the combustor is designed to have various lengths, such as a longer curve, and the heat transfer area of the heat exchanger is greatly increased to exceed the heat-resistant limit temperature of the turbine. The fuel supply means 27 can be increased by a factor of about 4 without any problem. (Combustion gas as a working gas for a gas turbine generally has a very high air ratio and a theoretical mixing ratio of 4%.)
Super-heated steam and combustion gas, including supercritical steam conditions, to provide full bucket steam turbine or / steam gas turbine // full bucket gas turbine and full bucket steam turbine Or / By driving the gas turbine and steam turbine, the thermal efficiency will be greatly increased to about 60% to 80%.

Another explanation will be given with reference to FIG. 7. In other words, air is normally sucked in from the leftmost outer compressor blade group 1st stage 16 and the even-numbered inner compressor blade group 17 and the odd-numbered outer compressor blade group. The moving blade group 16 cooperates to efficiently compress the air by all the moving blades and supplies the compressed air to the combustor / combustor heat exchanger 4, which is about four times the normal amount supplied from the fuel supply means 27 including a plurality. The fuel is stirred and mixed with the fuel, and the combustion gas including the substantially stoichiometric air-fuel ratio combustion is supplied to an appropriate moving blade stage of the whole moving blade steam gas turbine to generate rotational power. After a large conversion, the fuel is injected from the upstream side of the full-blade steam gas turbine to the downstream side of the annular injection port group 24 via the steam pipe 6 and the steam control valve 7, and merges with the combustion gas supplied to the downstream side. By doing so, the temperature limit of the turbine is not exceeded and / or the combustion gas By the reheat superheated steam drives a Zendotsubasa steam gas turbine to drive a variety of loads without the FIG.

Referring to FIG. 7, a further explanation will be given. An outer shaft device in which an outer compressor blade group final stage 16 and an outer turbine blade group 1 stage 19 provided in an annular shape are fixed to the outside of the inner shaft device. Is rotatably fitted on the outer shaft, and the inner compressor rotor blade group final stage 17 and the inner turbine rotor blade group second stage 20 are fixed to the inner shaft device, and thereafter the odd-numbered outer compressor rotor blade group 16 and the even-numbered inner stage are fixed. An outer shaft device including a first-stage outer compressor blade group 16 and a two-stage inner compressor blade group 1 are alternately fixed to compressor blade groups 17.
The inner shaft devices including the first and second rotating shafts 7 and 8 are connected by a double reversing magnetic friction power transmission device 14 to optimally rotate in opposite directions, and the odd-numbered outer turbine blade group 19 is fixed to the outer turbine blade group 1 stage 19. And the two-stage inner turbine blade group 20
The even-numbered-stage inner turbine blade group 20 is fixed to the outer-shaft, and the even-numbered last-stage inner turbine blade group 20 is fixed together with the inner shaft device to fix the odd-numbered-stage outer turbine blade group 19 to the outer shaft. It is fixed together with the device and rotatably supports the inner shaft device.

The highly compressed air supplied from the annular outlet 21 to the annular receiving port 22 is stirred and mixed with the fuel supplied from the fuel supply means 27 and is appropriately burned. In addition, combustion is performed while being controlled in the combustor heat exchanger 4, and the combustion gas is cooled by the water cooling wall pipe 26 and the steam pipe 6 of the water guide pipe 1. The fuel supply means 27 is added so that the fuel supply amount can be increased up to about four times the normal value up to the fuel ratio. The superheated steam 5 is supplied to the receiving port 23, and the superheated steam 5 collected in this portion is injected from the annular group of nozzles 24 to the turbine rotor blade group 19 outside the first stage. Exhaust from wing group 19, combustion gas is The steam turbine gas is supplied from the boiler / combustor heat exchanger 4 to the optimal stage of the whole blade steam gas turbine in accordance with the combustion gas pressure, and the superheated steam is reheated by the combustion gas while the whole blade steam gas is produced by the superheated steam and the combustion gas. Drive the turbine,
A steam / gas turbine combined engine.

Referring to FIG. 8, Japanese Patent Application No. 9-9 of the earlier application is referred to.
The B-type steam / gas turbine united engine of the second embodiment of the No. 7870 various steam / gas turbine united engine will be briefly described. A turbine / blade group 19 is replaced with a stationary blade to constitute a combined steam / gas turbine engine. The other difference is that the combustors of various steam gas turbines are increased in pressure according to the installation place and application. In the second embodiment, the compressor is reversed and the combustor is increased in pressure and length to B type.

Referring to FIG. 9, the gas turbine of the C-type combined blade and steam turbine engine of the third embodiment of the combined blade and steam turbine engine will be described. In order to increase the pressure ratio, it is necessary to increase the pressure ratio.To increase the specific output, it is necessary to increase the amount of supplied heat.However, since the turbine heat-resistant limit temperature exists, the thermal efficiency and the specific output increase and increase to the limit. Therefore, it is necessary to increase the combustion gas mass instead of increasing the heat supply. Therefore, since the combustion gas as the working gas of the gas turbine generally contains air at about four times the stoichiometric mixture ratio, the pressure of the combustor heat exchanger 4 is increased and the combustion gas temperature is increased including supercritical steam conditions. Large conversion to superheated steam of the steam turbine cycle and / or for small size, including conversion to hot water supply, etc., make it possible to increase the fuel combustion mass up to about 4 times the theoretical mixing ratio. In order to require high pressure and long length, the compressor and turbine are turned left and right, and the high pressure side is set to the outside and the low pressure side is set to the inside.
The mold has been increased in pressure and length (usually shortened) (the steam turbine has been separated except for the first and second embodiments), and multiple flanges have been provided to facilitate disassembly and assembly.

That is, a first stage outer compressor blade group 16 for sucking air from the intake chamber 15 is provided in an annular shape together with the outer shaft device, and is rotatably fitted to the inner shaft device so as to be rotatably fitted on the inner shaft device. 17 is fixed to the inner shaft device by being provided in an annular shape, the odd-numbered outer compressor blade group 16 provided in an annular shape is fixed to the one-stage outer compressor blade group 16, and the even-numbered inner compressor blade group 17 provided in an annular shape. In the same manner, the outer compressor rotor blade group and the inner compressor rotor blade group are assembled, and the even-end inner compressor rotor blade group 17 is fixed to the even-numbered inner compressor rotor blade group 17 together with the inner shaft device. Odd-numbered final stage outer compressor rotor blade group 16 with the device
Is fixed to the odd-numbered outer compressor rotor blade group 16, and the outer shaft device is rotatably fitted to the inner shaft device so that the outer shaft device is rotatably fitted to the inner shaft device. Optimum rotation speed ratio is established.

Similarly, an odd-numbered final stage outer turbine blade group 19 opening to the exhaust chamber 18 is provided in an annular shape together with the outer shaft device, and is rotatably fitted to the inner shaft device so as to be rotatably fitted to the inner shaft device. The blade group 20 is provided in an annular shape and fixed to the inner shaft device, and the odd-numbered outer turbine blade group 19 provided in an annular shape is fixed to the odd final stage outer turbine blade group 19, and the even-numbered inner turbine The blade group 20 is fixed to the even-numbered final stage inner turbine blade group 20, and similarly, the outer turbine blade group 19 is fixed.
And the inner turbine blade group 20 are assembled, the two-stage inner turbine blade group 20 is fixed to the four-stage inner turbine blade group 20 together with the inner shaft device, and the one-stage outer turbine blade group 19 is fixed to the outer shaft device by three. The outer shaft device is fixedly attached to the outer turbine blade group 19 and is rotatably fitted to the inner shaft device so as to be rotatably fitted to the inner shaft device. The outer shaft device is connected to various loads via the magnetic friction power transmission device 14. The odd final stage outer compressor blade group 16 has an annular outlet 21.
Are provided in an annular shape, airtight means is provided between the annularly arranged annular receiving port 22 and the first-stage outer turbine blade group 19 includes:
An annular receiving port 23 is provided in an annular shape, and an airtight means is provided between the annular receiving port group 24 and the annular receiving port group 24 provided in an annular shape. The combustor / heat exchanger 4 is fixed, and the water pipe 1 and the steam pipe 6 of the combustor heat exchanger 4 are appropriately disposed spirally inside the heat exchanger 4, and the superheated steam is appropriately directed to the steam turbine side. Supply. Regarding the modification of the configuration, the magnetic friction power transmission device outside the compressor may be moved to the inside of the compressor, and the turbine side is also provided with the magnetic friction power transmission device inside or outside, depending on the application. Is also good. Further, it is preferable that the configuration shown in FIG. 10 to be described later is appropriately recombined to be converted to a configuration suitable for use.

Referring to FIG. 10, the gas turbine of the D-type all-blade steam / gas turbine combined engine of the fourth embodiment of the combined rotor / steam turbine engine is almost the same as that of FIG. In case of increasing the pressure and length of the combustor, the actual design has restrictions depending on the installation place and application. Therefore, various combinations of the compressor, turbine and generator in FIGS. 9 and 10 are used. Replace it to accommodate any constraints. That is, the difference from FIG. 9 is that the all-blade compressor and the all-blade turbine are arranged as usual,
The generator is located between the compressor and the turbine, and the combustor is
The mold has been increased in pressure and length, and the combustor heat exchanger 4
This is where the combustor is a relatively linear all-blade steam gas turbine. Therefore, if the generator is arranged between the compressor and the turbine shown in FIG. 9, the combustor becomes linear and long, and the compressor, the turbine and the generator can be replaced as appropriate to meet various locations and applications. will do.

Referring to FIG. 11, a description will be given of a gas turbine of a D-type steam / gas turbine united engine according to a fifth embodiment of the ordinary steam / gas turbine united engine. The difference from FIG. The outer compressor rotor blade group 16 and the outer turbine rotor blade group 19 of the gas turbine of the combined rotor and steam turbine engine are replaced with stationary blades and replaced with the gas turbine of the combined steam and gas turbine engine. The gas turbine of the fifth embodiment of the combined steam and gas turbine engine is configured with the high pressure and long length of the mold. Referring to FIG. 12, the gas turbine of the E-type steam / gas turbine united engine of the sixth embodiment of the steam / gas turbine united engine will be described. The difference from FIG. The outer compressor blade group 16 and the outer turbine blade group 19 of the gas turbine are replaced with stationary blades and replaced with a gas turbine of a steam / gas turbine combined engine, and a generator is provided in the middle to make the combustor an E-shape. The gas turbine of a steam / gas turbine united engine is constructed by increasing the pressure and lengthening. That is, the various steam / gas turbine united engines increase the pressure and length of the combustors of various steam gas turbines according to the installation location and application, and provide the combustor heat exchanger 4 therein to reduce the heat-resistant limit temperature of the turbine. The pressure ratio and the amount of heat supplied are increased and greatly increased without exceeding, for example, the fuel combustion mass is greatly increased by about four times, thereby increasing the thermal efficiency of the steam turbine cycle and increasing the thermal efficiency of the gas turbine cycle by about twice. As well as ascending, the aim is to achieve a maximum thermal efficiency of 80% as a fully rotating engine with a combined cycle of all rotor blade steam gas turbines.

That is, as shown in FIGS. 13 and 14, the compressor, the gas turbine, or the steam / gas turbine is inverted, or a steam turbine or a generator (not shown) is provided between the above-mentioned components. The pressure of the combustor is increased and lengthened, the combustor heat exchanger 4 is constituted, and the heat exchange between the combustion gas 10 and the feed water 3 is performed to drive the selected steam turbine or the steam / gas turbine under the selected steam conditions. Reference numeral 5 denotes a condenser, for example, which exchanges heat with cooling water such as seawater or / supply water for hot water supply or the like to be condensed into condensed water 8 or condensed water. The exhaust heat recovered from the gas turbine or the steam / gas turbine is recovered by the waste heat recovery heat exchanger 11, and the condensed water 8 having a relatively high temperature is boosted by the feed water pump 2 to become the feed water 3. The steam is supplied to the water pipe 1 of the exchanger 4 And steam-water separated by a steam-water separator, converted into superheated steam 5 by a steam pipe 6, and jointly driven with a combustion gas by a steam turbine or a steam gas turbine via a steam control valve 7.・ It is a gas turbine combined cycle.

The compressed air sucked and compressed by the air compressor of the gas turbine or the steam gas turbine is supplied to the combustor together with the fuel, and becomes high-temperature combustion gas 10 by combustion.
The gas turbine or steam gas turbine is driven jointly with the combustion gas or the combustion gas and superheated steam.However, the heat resistance limit temperature affects the gas turbine of the prior art, so the pressure ratio is increased thermodynamically to increase the thermal efficiency. Then, the specific output moves to the 0 side, and when the specific output is increased by increasing the amount of supplied heat, the pressure ratio moves to the 0 side and the thermal efficiency is reduced. Therefore, the simultaneous increase of the thermal efficiency and the specific output is the heat resistance limit of the turbine. It is very difficult at a constant temperature. Therefore, when pressure ratio x supply heat quantity is converted into hydrodynamic thinking, thermal efficiency x specific output = pressure ratio x combustion gas mass = velocity x mass, and if the combustion gas mass is increased instead of the supply heat quantity, the combustor heat exchange Since it becomes possible to adopt the heat exchanger 4, the temperature does not exceed the heat-resistant limit temperature of the turbine.
The fuel combustion mass (supplied heat amount) is greatly increased by about four times, and the specific output can be greatly increased by the large increase in the combustion gas mass. In addition, the specific output can be increased while reducing the heat amount supplied to the gas turbine cycle. Since it can be increased, it has a great effect of greatly increasing the thermal efficiency of the gas turbine cycle by about twice.

Referring to FIGS. 15 and 23, the A-type energy storage cycle internal combustion engine described in Japanese Patent Application No. 9-97870 of the earlier application is briefly described. When stepping down vertically and moving the bicycle forward efficiently, we know the laws of nature better than empirical rules, so the force applied to the bicycle petal will have the greatest friction loss and the worst death in rotational power conversion efficiency Near the point, the amount of energy released (the force applied to the petal) gradually increases toward 90 ° after the top dead center, where the energy output (the force applied to the petal) is minimized and the rotational power conversion efficiency is the best. However, in a normal constant-pressure cycle engine, as shown in FIG. 23, about 80% of heat energy including all of the maximum heat energy is discharged and consumed from top dead center to 30 ° after top dead center.
Since the thermal efficiency is greatly reduced by 30% or more, and the heat energy release consumption is further increased in the constant-volume cycle engine, and the thermal efficiency is expected to be greatly reduced by more than 40%, the release timing and the release amount of the thermal energy are expected. The energy-saving cycle internal combustion engine is optimized, and the A-type energy-saving cycle internal combustion engine is the energy-saving cycle of a normal reciprocating engine.

Another explanation will be given with reference to FIGS. 15 and 23. In a constant-volume cycle engine or a constant-pressure cycle engine, a combustion chamber is formed between the inner surface of the cylinder head and the upper surface of the piston. 40 ° to 60 °
It takes about a combustion period. Therefore, when the piston starts to descend from the top dead center, the volume of the combustion chamber rapidly increases with the piston descending, resulting in extremely non-constant volume combustion. Due to the rapid shift, the unburned portion greatly increases when the NOx reduction combustion is performed, and the normal pollution increase combustion where the NOx greatly increases when the unburned portion reduction combustion is performed. There is a strong demand for low-pollution combustion, including super-high-speed mixing and combustion with large pressure differences. Accordingly, the present invention provides a method for reducing the combustion chamber cross-sectional area to one-fifth of that of the constant-volume cycle engine or the constant-pressure cycle engine, thereby allowing the combustion to be nearly 25 times closer to the constant-volume combustion. Ultra-high-speed agitation mixed combustion due to the large pressure difference makes it possible to greatly reduce pollution by using various energy-storing cycle internal combustion engines that improve combustion conditions to the limit twice in one combustion and greatly reduce pollution.

As shown in FIGS. 15 (b) and 15 (c), the A-type energy storage cycle internal combustion engine uses a normal crank engine as an energy storage cycle and uses an inclined scavenging hole 33 and an inclined exhaust hole 34 (inclined exhaust hole). The direction includes the inclination direction opposite to the direction shown in the drawing), and scavenging and exhausting are performed in the usual manner. The diameter-reduced piston having the flange-shaped irregularities 39 is appropriately protruded from the approximate center, and a cylinder head is provided at the upper part of the cylinder.
A large-diameter combustion chamber is formed between the large-diameter piston and a large-diameter main combustion chamber having a tapered small-diameter portion 31 capable of performing isolated combustion by inserting a small-diameter piston in the cylinder head. A one-way air including a check valve, which communicates the reduced-diameter main combustion chamber and the expanded-diameter combustion chamber for a predetermined period before and after the top dead center to allow only the flow toward the reduced-diameter main combustion chamber; At least one pair of flow paths 36 are provided to enable isolated combustion in the reduced diameter main combustion chamber.

With the reduced-diameter piston inserted and maintained in the reduced-diameter main combustion chamber, the fuel injection means 37 separates the isolated combustion in the reduced-diameter main combustion chamber as various other types of combustion such as fuel injection, compression ignition combustion, and / or spark ignition combustion. In the isolated stirring combustion of the reduced diameter main combustion chamber having a certain volume or more, the NOx large reduction combustion can be performed by the addition of the water injection means 38. As a steam-internal combustion combined engine, the isolated combustion period corresponds to the reduced diameter piston. With flange-shaped irregularities 39 provided on the outer periphery in multiple stages, while reducing the pressure in multiple stages and optimally setting the leakage amount, as constant volume large close isolation stirring combustion, and ultra high speed stirring mixed combustion by a large pressure difference at the time of isolation release, While the combustion condition is optimized twice to achieve the combustion with large reduction of pollution, the heat energy wasted wasted on the maximum side of the loss factor is moved to the minimum side of the loss factor, so that particularly bad automobile gasoline engine is used. Thermal efficiency 30% of 3 times before and after to what to achieve 50% of the large increase.

Referring to FIG. 16 and FIG. 17, the D-type energy storage cycle internal combustion engine described in Japanese Patent Application No. 9-97870 of the prior application will be briefly described. Regardless of the type of reciprocating internal combustion engine, the invention aims to greatly improve the combustion method, greatly increase the rotational force and greatly reduce the specific weight per output,
The type of fuel, the fuel ignition system, the number of cycles, the scavenging system, and the type of engine are basically irrespective of the type of the engine. In addition, since it is proven that the kinetic energy does not decrease during the collision in the perfect elastic collision, the two-stroke double-ended piston D-type or E-type energy storage cycle internal combustion engine close to FIGS. 16 and 17 is used. Most preferably, it is suitable for A-type to G-type energy conservation cycle internal combustion engines due to the wide variety of applications.

The D-type energy conservation cycle engine is shown in FIG.
As shown in FIG. 17, an appropriate concave portion 1 having a tapered outer peripheral portion 32 of each of the left and right enlarged pistons of the double-head enlarged piston.
Projecting from the approximate center of the cylinder, the double-headed enlarged piston facilitates reciprocating movement between the left dead center and the right dead center in the cylinder, and performs normal exhaust and scavenging around the left and right dead centers. It is performed by the inclined scavenging hole 33 and the inclined exhaust hole 34 (the inclination direction of the exhaust hole also includes the inclination direction opposite to the direction shown in the drawing). Isolation of the reduced diameter main combustion chamber having the tapered reduced diameter portion 31 begins, and then the air compressed in the expanded diameter combustion chamber is
Through a plurality of one-way air passages 36 including a check valve, the fuel is injected from the plurality of oblique air passages in the obliquely horizontal direction in the reduced-diameter main combustion chamber, and is agitated and mixed with the fuel injected from the fuel injection means 37. The isolated combustion in the reduced-diameter main combustion chamber with a fixed volume or more is performed as the constant-diameter main combustion chamber constant-volume, close-separation combustion. will do.

When the diameter-expanding piston starts to retract, the pressure in the diameter-expanded combustion chamber starts to decrease. Therefore, the flange-shaped irregularities 39 provided on the outer periphery of the diameter-reduced piston reduce pressure in multiple stages to optimize the amount of combustion gas leakage. Is established. When the diameter-expanding piston retreats further, the isolated combustion is released from the diameter-reduced main combustion chamber. First, the combustion gas injection direction is determined by the noise reduction groove 29 of the diameter-reduced piston and noise is reduced. 3
1 forms a divergent nozzle, and the combustion gas
To achieve a large increase in rotational force by precisely super-high-speed injection
In order to eliminate the possibility of unburned components remaining as ultra-high-speed agitation combustion due to a large pressure difference in the process of ultra-high-speed injection, unburned components are eliminated again, and the expanding piston is driven by speed-type mass energy. + Reaction + Pressure force causes a strong reversal to generate a large rotating force, simultaneously increasing the thermal efficiency and reducing pollution.

Another explanation will be given with reference to FIGS. 16 and 17. In other words, the inclined scavenging holes 33 and the inclined exhaust holes 34 are appropriately provided from the left and right centers of the cylindrical cylinder, and are fixed to the left and right. A large-diameter combustion chamber is formed between the cylinder head and each of the large-diameter pistons, and a reduced-diameter main combustion chamber is provided substantially at the center of the cylinder head to enable fuel injection combustion. A means 37 is provided, and a water injection means 38 for making the combustion a NOx large reduction combustion can be additionally provided, and a heat-resistant, corrosion-resistant heat insulating material 40 for eliminating cooling loss is appropriately provided, It has a corrosion-resistant and heat-insulating structure, and the heat-resistant and corrosion-resistant heat-insulating material 40 of the reduced-diameter main combustion chamber is appropriately provided with an oblique air flow path of the one-way air flow path 36. In addition, since the energy saving cycle engine is mainly driven by the injection speed of the combustion gas, a short stroke engine or an ultra short stroke engine is preferable. Therefore, the cylinder hole 41 and the cylinder side parallel raceway are formed in a cross shape substantially in the radial direction of the center of the cylinder. An assembling hole 35 is provided, and a piston hole 42 and a piston-side parallel orbit assembling hole 35 are provided substantially in the center in the radial direction crosswise of the double-headed enlarged piston. A parallel orbit 43 for rotating the shaft is provided in parallel, and a crankshaft-side linear motion bearing 44 rotatably fitted to the crankshaft is externally fitted.
Inserted and maintained reciprocally between the parallel orbits 43, 43,
A two-cycle D-type energy-saving cycle internal combustion engine that uses the rotating power by rotating the crankshaft including the flywheel directly by the reciprocating motion of the double-ended piston.

Referring to FIG. 18, the E-type energy storage cycle internal combustion engine will be described briefly.
Type energy storage cycle internal combustion engines are connected in opposition, and the appropriate reciprocating motion of the double-headed pistons is synchronized by appropriate synchronizing means 48 to greatly reduce the vibration. Is what made it possible. Referring to FIG. 19, the F-type energy storage cycle internal combustion engine will be schematically described. The main part outside the E-type energy storage cycle internal combustion engine shown in FIG. An air supply valve 46 including a reed valve and an air supply valve 47 are provided as the pistons 45 to configure a piston supercharger to achieve super-super high supercharging. Referring to FIG. 20, the G-type energy storage cycle internal combustion engine will be briefly described. The main part inside the E-type energy storage cycle engine shown in FIG. An air supply valve 46 including a reed valve and an air supply valve 47 are provided as the pistons 45 to configure a piston supercharger to achieve super-super high supercharging.

The B-type energy storage cycle internal combustion engine will be briefly described with reference to FIG.
Pendulum arm is added to the internal-combustion engine of the energy saving cycle type.
A piston hole 42a for inserting a pendulum arm is provided at substantially the center of the cylindrical portion of the double-headed enlarged piston that reciprocates between the left dead center and the right dead center of the cylinder provided with 1a. The piston-side parallel track 43 for inserting and maintaining the linear motion bearing 49 is provided, is inserted and maintained reciprocally, and the pendulum arm swings left and right by reciprocating motion of the double-headed piston,
The pendulum side linear bearing 49 swings up and down between the piston side parallel orbits 43, and the pendulum arm swings up and down easily by the swing of the pendulum arm supported by the main body side 52.
This is a pendulum-moving piston-crank mechanism that obtains rotational power by rotating a rotatably supported crankshaft and flywheel on a crankshaft side linear bearing 44 pivotally supported by 3a.

The C-type energy storage cycle internal combustion engine will be briefly described with reference to FIG. 22. The B-type energy storage cycle internal combustion engine shown in FIG. Vibration is greatly reduced by synchronizing the reciprocating motion of the diameter piston, enabling a large C-type energy storage cycle internal combustion engine. Another difference is that a crankshaft-side cam 50 is used instead of the crankshaft-side linear motion bearing 44, and a pendulum-side cam 51 is used instead of the pendulum-side linear motion bearing 49. Therefore, any selection can be made depending on the application. When considering the loss of kinetic energy, in a normal automobile 4-cycle gasoline engine,
The loss of kinetic energy is expected to be about 30% to 20%, the same loss as the output. However, the reciprocating movement of the pendulum of the watch is the reciprocating movement with the least loss of kinetic energy. Use B or C type energy conservation cycle internal combustion engine.

[0052]

According to the present invention, by using a magnetic friction power transmission device capable of greatly reducing frictional heat loss as a core, a large load is applied to the tooth surface of a gear of a gear device such as a conventional reduction gear. The frictional heat loss is very large, and transmission of large power including super high-speed peripheral speed is impossible, but the meshing depth of the gears can be made as close as possible to the zero side. In addition to enabling a significant weight reduction, it also uses a strong attracting force of magnets to drive ultra-high-speed and large power transmissions that greatly reduce frictional heat loss by rolling contact. It has a great effect to reduce the loss factor.

[Brief description of the drawings]

FIG. 1 is an explanatory view showing three examples of a magnetized friction wheel used as a core in the present embodiment and three examples of a magnetized friction wheel.

FIG. 2 is an explanatory diagram of a magnetized friction wheel device and a magnetic friction power continuously variable transmission mainly used in the embodiment.

FIG. 3 is an overall configuration diagram showing a first embodiment of the present invention.

FIG. 4 is an overall configuration diagram showing a second embodiment of the present invention.

FIG. 5 is an overall configuration diagram showing a third embodiment of the present invention.

FIG. 6 is an explanatory diagram of an all-blade steam turbine according to the embodiment.

FIG. 7 is an explanatory diagram of an A-type all-blade steam / gas turbine combined engine according to the embodiment;

FIG. 8 is an explanatory view of a B-type steam / gas turbine combined engine according to the embodiment.

FIG. 9 is an explanatory diagram of a C-type all-blade steam / gas turbine combined engine according to the embodiment;

FIG. 10 is an explanatory diagram of a D-type all-blade steam / gas turbine combined engine according to the embodiment;

FIG. 11 is an explanatory diagram of a D-type steam / gas turbine combined engine according to the embodiment.

FIG. 12 is an explanatory view of an E-type steam / gas turbine united engine according to the embodiment.

FIG. 13 is a first overall configuration diagram of a combined steam / gas turbine engine according to the embodiment.

FIG. 14 is a second overall configuration diagram of the combined steam / gas turbine engine according to the embodiment;

FIG. 15 is an explanatory diagram of an A-type energy storage cycle internal combustion engine according to the embodiment.

FIG. 16 is a first explanatory view of a D-type energy storage cycle internal combustion engine according to the embodiment.

FIG. 17 is a second explanatory diagram of the D-type energy storage cycle internal combustion engine according to the embodiment;

FIG. 18 is an explanatory diagram of an E-type energy storage cycle internal combustion engine according to the embodiment.

FIG. 19 is an explanatory diagram of an F-type energy storage cycle internal combustion engine according to the embodiment.

FIG. 20 is an explanatory diagram of a G-type energy storage cycle internal combustion engine according to the embodiment.

FIG. 21 is an explanatory diagram of a B-type energy storage cycle internal combustion engine according to the embodiment.

FIG. 22 is an explanatory diagram of a C-type energy storage cycle internal combustion engine according to the embodiment.

FIG. 23 is a schematic graph for comparing a change in combustion pressure with respect to a crank angle of an internal combustion engine of various energy storage cycles with a conventional technique.

[Explanation of symbols]

1: water feed pipe 2: feed water pump 3: feed water 4: combustor heat exchanger 5: steam 6: steam pipe 7: steam control valve 8: condensate 9: condensate pump 10: combustion gas 11: waste heat recovery heat exchange 14: Magnetic friction power transmission device 15: Intake chamber 16: Outer compressor blade group 17: Inner compressor blade group 18: Exhaust chamber 19: Outer turbine blade group 20: Inner turbine blade group 21: Annular outlet 22 : Annular socket 23: Annular socket 24: Annular nozzle group 25: Combustor outer box 2
6: Water-cooled wall pipe 27: Fuel supply means 28: Appropriate concave portion 29: Noise reduction groove 30: Bearing unit 31: Tapered reduced diameter portion 32: Tapered outer peripheral portion 33: Inclined scavenging hole 35: Parallel track assembly hole
36: one-way air flow path 37: fuel injection means 3
8: Water injection means 39: Collar-like unevenness 40: Heat and corrosion resistant heat insulating material 41: Cylinder hole 42: Piston hole 43: Parallel orbit
44: Linear motion bearing on crankshaft side 45: Supercharging piston
46: air supply valve 47: air supply valve 48: synchronization means
49: pendulum side linear bearing 50: crankshaft side cam 51: pendulum side cam 52: body side

Continued on the front page (51) Int.Cl. ⁶ Identification code FI F16H 49/00 F16H 49/00 A 55/06 55/06 H02K 49/10 H02K 49/10 A // F02C 7/141 F02C 7/141

Claims (95)

[Claims] 1. A heat engine according to the previous application configured to obtain rotational power, a magnetic friction power transmission device that distributes and relays the rotational power of the heat engine, and a rotational power of the magnetic friction power transmission device. On the one hand, the vehicle is driven, and on the other hand, the generator is drivable, the power is stored in the storage battery, the power of the storage battery is used to drive the electric motor via the inverter, and the rotational power of the motor is used to drive the magnetic friction power transmission device. A drive device including a magnetic friction power transmission device capable of driving the vehicle through the drive device. 2. A heat engine according to the previous application, which is configured to obtain rotational power, a magnetic friction power transmission device that distributes and relays the rotational power of the heat engine, and a rotational force of the magnetic friction power transmission device. On the one hand, the vehicle is driven, and on the other hand, the generator is drivable, the power is stored in the storage battery, the motor is driven by the power of the storage battery, and the vehicle is driven by the rotational power of the motor via the magnetic friction power transmission device. A drive device including a drivable magnetic friction power transmission device. 3. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a generator using the rotational power of the magnetic friction power transmission device. Drive, while driving the vehicle by driving the electric motor with the power, the power can be stored in a storage battery,
A driving device including a magnetic friction power transmission device for driving the vehicle by driving the electric motor via the inverter using the stored power. 4. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a generator using the rotational power of the magnetic friction power transmission device. Drive, while driving the vehicle by driving the electric motor with the power, the power can be stored in a storage battery,
A drive device including a magnetic friction power transmission device that drives the electric motor with the stored electric power to drive the vehicle. 5. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device that distributes and relays the rotational power of the heat engine, and a vehicle driven by the rotational power of the magnetic friction power transmission device. At the same time, on the other hand, the generator can be driven, the power is stored in the storage battery, a plurality of motors are driven by the power of the storage battery via the inverter, and various devices including the vehicle are driven by the rotating power of the motor. A drive device including a magnetic friction power transmission device made possible. 6. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a vehicle having one of the rotational powers of the magnetic friction power transmission device. On the other hand, the generator / motor can be driven and the power is stored in the storage battery, and the power of the storage battery is used to drive the generator / motor via the inverter, and the rotating power of the generator / motor is used. A drive device including a magnetic friction power transmission device capable of driving the vehicle via the magnetic friction power transmission device. 7. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a vehicle having one of the rotational powers of the magnetic friction power transmission device. And, on the other hand, the generator / motor can be driven to store the electric power in the storage battery, and the generator / motor is driven by the power of the storage battery, and the magnetic friction is generated by the rotating power of the generator / motor. A drive device including a magnetic friction power transmission device capable of driving a vehicle via the power transmission device. 8. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device that distributes and relays the rotational power of the heat engine, and a vehicle driven by the rotational power of the magnetic friction power transmission device. In addition, the generator / motor can be driven to store the power in the storage battery, and the plurality of motors including the generator / motor are driven by the power of the storage battery to rotate the generator / motor and the plurality of motors. A drive device including a magnetic friction power transmission device capable of driving the vehicle and various devices by power. 9. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and driving the vehicle with the rotational power of the magnetic friction power transmission device. And a magnetic friction power transmission device capable of driving the generator / motor and driving the vehicle by driving the generator / motor via an inverter by driving the generator / motor via the inverter using the stored power. A driving device including: 10. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and driving the vehicle with the rotational power of the magnetic friction power transmission device. A magnetic friction power transmission device that enables the generator / motor to be driven, stores the generator power in a storage battery, and drives the generator / motor with the stored power to drive the vehicle. Drive including. 11. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device that distributes and relays the rotational power of the heat engine, and a vehicle driven by the rotational power of the magnetic friction power transmission device. And a driving device including a magnetic friction power transmission device for driving a generator to store the power in a storage battery and using the power of the storage battery for normal use such as cooling and heating. 12. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. On the other hand, the generator is drivable, the electric power is stored in a storage battery, the electric power of the storage battery is used to drive an electric motor via an inverter, and the rotational power of the electric motor is used for a ship via a magnetic friction power transmission device. A drive device including a magnetic friction power transmission device capable of driving a propulsion device. 13. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. On the other hand, the generator can be driven, the electric power is stored in the storage battery, the electric motor is driven by the electric power of the storage battery, and the motive power of the electric motor is used to drive the marine propulsion device via the magnetic friction power transmission device. A drive device including a magnetic friction power transmission device made possible. 14. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. And a magnetic friction power transmission device that drives a plurality of electric motors with the electric power while driving a generator and driving a plurality of electric motors including a marine propulsion device with the rotational power of the electric motors. 15. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. Magnetic friction power that drives a generator, drives the generator, and stores the power in a storage battery, drives a plurality of motors with the power of the storage battery, and drives a marine propulsion device with the rotational power of the motor. A driving device including a transmission device. 16. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. While driving the generator / motor, the power is stored in a storage battery by driving the generator / motor, and the generator / motor is rotated via the inverter by the power of the storage battery,
A drive device including a magnetic friction power transmission device capable of driving a marine propulsion device via the magnetic friction power transmission device with the rotational power. 17. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. And the generator / motor can be driven, the power is stored in a storage battery, the generator / motor is driven by the power of the storage battery, and the magnetic friction power transmission device is driven by the rotating power of the generator / motor. A drive device including a magnetic friction power transmission device capable of driving a marine propulsion device through a marine vehicle. 18. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. And driving the generator / motor, the power is stored in the storage battery, and the plurality of motors including the generator / motor are driven by the power of the storage battery,
A drive device including a magnetic friction power transmission device capable of driving a marine propulsion device and various devices by the rotational power of a plurality of motors including the generator / motor. 19. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. And the generator / motor can be driven, the power is appropriately stored in a storage battery, and the stored power is used to drive the generator / motor via an inverter, thereby propelling the ship by the rotating power. A drive device including a magnetic friction power transmission device capable of driving the machine. 20. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. And the generator / motor can be driven to store the generator power in a storage battery, and the stored power drives the generator / motor to drive the marine propulsion device with the rotating power. A drive device including a magnetic friction power transmission device. 21. A heat engine according to the previous application having a configuration for generating rotational power, a magnetic friction power transmission device for distributing and relaying the rotational power of the heat engine, and a marine propulsion device using the rotational power of the magnetic friction power transmission device. And a magnetic friction power transmission device for driving a generator / motor to store the generator power in a storage battery and using the power of the storage battery for normal applications including cooling and heating. 22. A drive unit including the magnetic friction power transmission device according to claim 1, wherein the heat engine of the earlier application includes an all-blade steam turbine. 23. The heat engine according to claim 1, wherein the heat engine is an A-type all-blade steam / gas turbine combined engine.
A drive device including the magnetic friction power transmission device according to any one of the preceding claims. 24. A drive device including a magnetic friction power transmission device according to claim 1, wherein the heat engine of the earlier application is an A-type steam / gas turbine combined engine. 25. A drive device including the magnetic friction power transmission device according to claim 1, wherein the heat engine of the earlier application is a B-type steam / gas turbine combined engine. 26. The heat engine of the preceding application is a B-type all-blade steam / gas turbine combined engine.
A drive device including the magnetic friction power transmission device according to any one of the preceding claims. 27. The magnetic friction power according to claim 1, wherein the heat engine of the prior application includes a gas turbine of a C-type full-blade steam / gas turbine combined engine. A driving device including a transmission device. 28. The heat engine of the previous application includes C-type steam
A drive device including the magnetic friction power transmission device according to any one of claims 1 to 21, including a gas turbine of a combined gas turbine engine. 29. The magnetic friction power according to claim 1, wherein the heat engine of the earlier application includes a gas turbine of a D-type full-blade steam / gas turbine combined engine. A driving device including a transmission device. 30. The heat engine of the previous application includes a D-type steam
A drive device including the magnetic friction power transmission device according to any one of claims 1 to 21, including a gas turbine of a combined gas turbine engine. 31. The magnetic friction power transmission device according to claim 1, wherein the heat engine of the earlier application includes a gas turbine of an E-type steam / gas turbine combined engine. Drive including. 32. The magnetic friction power according to claim 1, wherein the heat engine of the earlier application includes a gas turbine of an E-type full-blade steam / gas turbine combined engine. A driving device including a transmission device. 33. A drive device including the magnetic friction power transmission device according to claim 1, wherein the heat engine of the earlier application is an A-type energy storage cycle internal combustion engine. 34. A drive device including a magnetic friction power transmission device according to any one of claims 1 to 21, wherein the heat engine of the earlier application is a D-type energy storage cycle internal combustion engine. 35. A drive device including the magnetic friction power transmission device according to claim 1, wherein the heat engine of the earlier application is an E-type energy storage cycle internal combustion engine. 36. A drive device including the magnetic friction power transmission device according to claim 1, wherein the heat engine of the earlier application is an F-type energy storage cycle internal combustion engine. 37. A drive device including a magnetic friction power transmission device according to claim 1, wherein the heat engine of the earlier application is a G-type energy storage cycle internal combustion engine. 38. A drive device including a magnetic friction power transmission device according to any one of claims 1 to 21, wherein the heat engine of the earlier application is a B-type energy storage cycle internal combustion engine. 39. A drive device including the magnetic friction power transmission device according to any one of claims 1 to 21, wherein the heat engine of the earlier application is a C-type energy storage cycle internal combustion engine. 40. The rotating power generated by the heat engine of the prior application is distributed and relayed by a magnetic friction power transmission device, thereby eliminating the power transmission slip tooth surface of the gear device and bringing the gear device into close contact with the rolling contact. And a method for driving a vehicle as a power transmission device, the method including a magnetic friction power transmission device with greatly reduced frictional heat loss. 41. The vehicle is driven as a power transmission device that comes close to rolling contact by distributing and relaying the rotational power generated by the heat engine of the previous application by a magnetic friction power transmission device. A driving method including a magnetic friction power transmission device that also drives a generator and greatly reduces frictional heat loss. 42. A rotating power generated by the heat engine of the prior application is distributed and relayed by a magnetic friction power transmitting device, so that the vehicle is driven as a power transmitting device which is brought close to rolling contact. A generator is also driven to store the electric power in a storage battery, the electric power of the storage battery drives an electric motor via an inverter, and the rotational power of the electric motor drives the vehicle via a magnetic friction power transmission device. A driving method including a friction power transmission device. 43. A rotating power generated by the heat engine of the previous application is distributed and relayed by a magnetic friction power transmitting device to drive the vehicle as a power transmitting device which is brought close to rolling contact. A magnetic friction power transmission device that also drives a generator to store the power in a storage battery, drives a motor with the power of the storage battery, and drives the vehicle via a magnetic friction power transmission device with the rotational power of the motor. A driving method including: 44. A rotating power generated by the heat engine of the previous application is distributed and relayed by a magnetic friction power transmitting device, so that a generator is driven as a power transmitting device that is brought close to rolling contact, and A drive including a magnetic friction power transmission device that drives the vehicle with the electric motor by the electric power of the generator and, when selected, stores the electric power of the generator in the storage battery and enables the vehicle to be driven with the electric motor by the electric power of the storage battery. Method. 45. A rotating power generated by the heat engine of the previous application is distributed and relayed by a magnetic friction power transmitting device, so that a generator is driven as a power transmitting device brought close to rolling contact, and Together with the electric motor by the power of the generator,
A driving method including a magnetic friction power transmission device that, when selected, stores the electric power of the generator in a storage battery and drives the vehicle together with the electric motor via an inverter using the power of the storage battery. 46. When the vehicle is driven as a power transmission device that is brought close to rolling contact by distributing and relaying the rotational power generated by the heat engine of the previous application by a magnetic friction power transmission device, Is a driving method that includes a magnetic friction power transmission device that also drives a generator to store the electric power in a storage battery and drives various normal electric devices of the vehicle with the power of the storage battery. 47. A rotating power generated by the heat engine of the prior application is distributed and relayed by a magnetic friction power transmitting device, so that the vehicle is driven as a power transmitting device that comes close to rolling contact, and is appropriately driven. A driving method that includes a magnetic friction power transmission device that greatly reduces frictional heat loss and that also drives a generator / motor. 48. The vehicle is driven as a power transmission device that comes close to rolling contact by distributing and relaying rotational power generated by the heat engine of the previous application using a magnetic friction power transmission device. The generator / motor is also driven to store the electric power in the storage battery, and the power of the storage battery drives the generator / motor via the inverter, and the rotational power of the generator / motor is used to transmit the electric power via the magnetic friction power transmission device. A driving method including a magnetic friction power transmission device capable of driving a vehicle. 49. A rotating power generated by the heat engine of the previous application is distributed and relayed by a magnetic friction power transmitting device to drive the vehicle as a power transmitting device that is brought close to rolling contact. The generator / motor is also driven to store the electric power in the storage battery, the generator / motor is driven by the power of the storage battery, and the rotational power of the generator / motor drives the vehicle via the magnetic friction power transmission device. A drive method that includes a magnetic friction power transmission device that enables it. 50. A rotating power generated by the heat engine of the previous application is distributed and relayed by a magnetic friction power transmitting device, so that the vehicle is driven as a power transmitting device that is brought close to rolling contact. A driving method including a magnetic friction power transmission device that also drives a generator / motor to store the electric power in a storage battery and drives various normal electric devices of the vehicle with the power of the storage battery. 51. A driving method including the magnetic friction power transmission device according to claim 40, wherein the heat engine of the earlier application includes an all-blade steam turbine. 52. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 50, wherein the heat engine of the earlier application is an A-type all-blade steam / gas turbine combined engine. . 53. A driving method including the magnetic friction power transmission device according to claim 40, wherein the heat engine of the earlier application is an A-type steam / gas turbine combined engine. 54. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 50, wherein the heat engine of the earlier application is a B-type steam / gas turbine combined engine. 55. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 50, wherein the heat engine of the earlier application is a B-type all-blade steam / gas turbine combined engine. . 56. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 50, wherein the heat engine of the earlier application is a combined C-type all-blade steam / gas turbine engine. . 57. A driving method including the magnetic friction power transmission device according to claim 40, wherein the heat engine of the earlier application is a C-type steam / gas turbine combined engine. 58. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 50, wherein the heat engine of the earlier application is a D-type full-blade steam / gas turbine combined engine. . 59. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 50, wherein the heat engine of the earlier application is a D-type steam / gas turbine combined engine. 60. A driving method including the magnetic friction power transmission device according to claim 40, wherein the heat engine of the earlier application is an E-type steam / gas turbine combined engine. 61. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 50, wherein the heat engine of the earlier application is an E-type full-blade steam / gas turbine combined engine. . 62. The heat engine of the preceding application is an A-type energy storage cycle internal combustion engine.
A driving method including the magnetic friction power transmission device according to any one of the above. 63. The heat engine of the preceding application is a D-type energy storage cycle internal combustion engine.
A driving method including the magnetic friction power transmission device according to any one of the above. 64. The heat engine of the preceding application is an E-type energy storage cycle internal combustion engine.
A driving method including the magnetic friction power transmission device according to any one of the above. 65. The heat engine of the preceding application is an F-type energy storage cycle internal combustion engine.
A driving method including the magnetic friction power transmission device according to any one of the above. 66. The heat engine of the previous application is a G-type energy storage cycle internal combustion engine.
A driving method including the magnetic friction power transmission device according to any one of the above. 67. The heat engine of the preceding application is a B-type energy storage cycle internal combustion engine.
A driving method including the magnetic friction power transmission device according to any one of the above. 68. The heat engine of the preceding application is a C-type energy storage cycle internal combustion engine.
A driving method including the magnetic friction power transmission device according to any one of the above. 69. A magnet according to claim 1, wherein a magnet for attracting a different pole is provided outside a yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device. A drive device including the magnetic friction power transmission device. 70. The magnet as claimed in claim 1, further comprising a magnet repelling the same polarity outside a yoke on the downstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device. A drive device including the magnetic friction power transmission device. 71. A magnet for attracting a different pole is provided outside the yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device. A drive device including the magnetic friction power transmission device according to any one of claims 1 to 39, wherein the magnetic pole is converted into a repelling magnet. 72. A magnet which repels the same polarity is provided on the outside of the yoke on the downstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device. A drive device including the magnetic friction power transmission device according to any one of claims 1 to 39, wherein the magnetic pole is converted into a magnet to be attracted. 73. A magnet for attracting a different pole is provided outside the yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and the same pole is repelled outside the yoke on the downstream side in the rotation direction. 40. A drive device comprising the magnetic friction power transmission device according to any one of claims 1 to 39, wherein the drive device includes a magnet that operates. 74. A magnet for attracting a different pole is provided outside the yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and the same pole is repelled on the outside of the yoke on the downstream side in the rotation direction. When the rotation direction is reversed by providing a magnet to
The magnetic friction power transmission device according to any one of claims 1 to 39, wherein the magnetic poles of the respective magnets are mechanically reversed. 75. A magnet for attracting a different pole is provided outside the yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and the same pole is provided outside the yoke on the downstream side in the rotation direction. The magnetic friction power transmission device according to any one of claims 1 to 39, wherein a repulsive magnet is provided, and when the rotation direction is reversed, the magnetic poles of the respective magnets are electrically reversed. Drive. 76. A magnetized friction wheel device of the magnetic friction power transmission device, wherein a magnet that attracts a different pole is provided on the upstream side in the rotation direction, and a magnet that repels the same pole is provided on the downstream side in the rotation direction,
40. A drive device including the magnetic friction power transmission device according to any one of claims 1 to 39, wherein when the rotation direction is reversed, the magnetic poles of the respective magnets are electrically reversed. 77. A magnetized friction wheel device of the magnetic friction power transmission device, wherein a magnet that attracts a different pole is provided on the upstream side in the rotation direction, and a magnet that repels the same pole is provided on the downstream side in the rotation direction,
40. A drive device including the magnetic friction power transmission device according to any one of claims 1 to 39, wherein when the rotation direction is reversed, the magnetic poles of the respective magnets are mechanically reversed. 78. The magnetic friction power according to any one of claims 1 to 39, wherein a magnet that attracts a different pole is provided on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device. A driving device including a transmission device. 79. The magnetic friction power according to any one of claims 1 to 39, wherein a magnet that repels the same polarity is provided on the downstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device. A driving device including a transmission device. 80. A plurality of magnets for attracting a plurality of different poles are provided on the upstream side in the rotation direction of the plurality of magnetized friction wheels in the axial direction of the magnetic friction power transmission device, and the plurality of same poles are provided on the downstream side in the rotation direction. The magnetic friction power transmission device according to any one of claims 1 to 39, wherein a repelling magnet is provided, and when the rotation direction is reversed, the magnetic poles of the plurality of magnets are mechanically reversed. Drive including. 81. A plurality of magnets for attracting a plurality of different poles are provided on the upstream side in the rotation direction of the plurality of magnetized friction wheels in the axial direction of the magnetic friction power transmission device, and the plurality of same poles are provided on the downstream side in the rotation direction. The magnetic friction power transmission device according to any one of claims 1 to 39, wherein a repulsive magnet is provided, and when the rotation direction is reversed, the magnetic poles of the plurality of magnets are electrically inverted. Drive including. 82. The continuously variable magnetic friction power transmission of the magnetic friction power transmission device is made of a substance that adsorbs a conical magnetic friction wheel on the output shaft side to a magnet, and the magnetic friction of a cylindrical magnet on the input shaft side. 40. A drive device comprising the magnetic friction power transmission device according to any one of claims 1 to 39, wherein the drive device is provided on the inner surface of the vehicle so as to be capable of rotating and reciprocating. 83. A magnet for attracting a different pole is provided outside the yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and the same pole when converted to the downstream side in the rotation direction by reverse rotation. 70. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 68, wherein the magnetic poles are mechanically inverted and converted into repelling magnets. 84. A magnet for attracting a different pole is provided outside the yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and the same pole is used when the rotation is converted to the downstream side in the rotation direction by reverse rotation. 69. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 68, wherein the magnetic pole power is electrically inverted and converted into a repelling magnet. 85. A repulsive magnet having the same polarity is provided outside the yoke on the downstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and has a different polarity when converted to the upstream side in the rotation direction by reverse rotation. 70. A driving method including the magnetic friction power transmission device according to claim 40, wherein the magnetic pole is mechanically inverted and converted into a magnet to be attracted. 86. A magnet which repels the same polarity is provided outside the yoke on the downstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and has a different polarity when converted to the upstream side in the rotation direction by reverse rotation. 69. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 68, wherein a magnetic pole is electrically inverted and converted into a magnet to be attracted. 87. A magnetized friction wheel device of the magnetic friction power transmission device, wherein a magnet that attracts a different pole is provided on the upstream side in the rotation direction, and a magnet that repels the same pole is provided on the downstream side in the rotation direction,
69. A driving method including the magnetic friction power transmission device according to claim 40, wherein when the rotation direction is reversed, the magnetic poles of the respective magnets are mechanically reversed. 88. A magnetized friction wheel device of the magnetic friction power transmission device, wherein a magnet that attracts a different pole is provided on the upstream side in the rotation direction, and a magnet that repels the same pole is provided on the downstream side in the rotation direction,
69. A driving method including the magnetic friction power transmission device according to claim 40, wherein when the rotation direction is reversed, the magnetic poles of the respective magnets are electrically inverted. 89. A magnet for attracting different poles is provided outside the yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and the same pole is provided outside the yoke on the downstream side in the rotation direction. 70. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 68, wherein a repulsive magnet is provided, and when the rotation direction is reversed, the magnetic poles of the respective magnets are mechanically reversed. . 90. A magnet for attracting different poles is provided outside the yoke on the upstream side in the rotation direction of the magnetized friction wheel device of the magnetic friction power transmission device, and the same pole is provided outside the yoke on the downstream side in the rotation direction. 70. A driving method including the magnetic friction power transmission device according to any one of claims 40 to 68, wherein a repulsive magnet is provided, and when the rotation direction is reversed, the magnetic poles of the respective magnets are electrically inverted. . 91. A plurality of magnets for attracting a plurality of different poles are provided on the upstream side in the rotation direction of the plurality of magnetized friction wheels in the axial direction of the magnetic friction power transmission device, and the plurality of same poles are provided on the downstream side in the rotation direction. 70. A drive including the magnetic friction power transmission device according to any one of claims 40 to 68, wherein a repulsive magnet is provided, and when the rotation direction is reversed, the magnetic poles of the plurality of magnets are mechanically reversed. Method. 92. A plurality of magnets for attracting a plurality of different poles are provided on the upstream side in the rotation direction of the plurality of magnetized friction wheels in the axial direction of the magnetic friction power transmission device, and the plurality of same poles are provided on the downstream side in the rotation direction. 70. A drive including the magnetic friction power transmission device according to claim 40, wherein a repulsive magnet is provided, and when the rotation direction is reversed, the magnetic poles of the plurality of magnets are electrically inverted. Method. 93. A plurality of magnets for attracting a plurality of different poles are provided outside the yoke on the upstream side in the rotation direction of the plurality of magnetized friction wheels in the axial direction of the magnetic friction power transmission device, and the yoke on the downstream side in the rotation direction is provided. Provide a plurality of magnets that repel the same polarity outside of the
69. The driving method including the magnetic friction power transmission device according to claim 40, wherein when the rotation direction is reversed, the magnetic poles of the plurality of magnets are mechanically reversed. 94. A plurality of magnets for attracting a plurality of different poles are provided outside the yoke on the upstream side in the rotation direction of the plurality of magnetized friction wheels in the axial direction of the magnetic friction power transmission device, and the yoke on the downstream side in the rotation direction is provided. Provide a plurality of magnets that repel the same polarity outside of the
69. The driving method including the magnetic friction power transmission device according to claim 40, wherein when the rotation direction is reversed, the magnetic poles of the plurality of magnets are electrically reversed. 95. The continuously variable magnetic friction power transmission of the magnetic friction power transmission device is provided as a conical magnetized friction wheel on the output shaft side mainly composed of a substance adsorbed by a magnet, and is rotatably reciprocated on the inner surface thereof. 69. A driving method including the magnetic friction power transmission device according to claim 40, wherein the rotational power is transmitted by a magnetized friction wheel of the input shaft side cylindrical magnet.