A transmission device includes a casing accommodating a transmission gear and having an oil sump for retaining oil. The oil in the oil sump flows from a lubrication pump through a lubrication passage and is injected to the transmission gear. A connection portion is provided in a part of the lubrication passage, which part is disposed outside the casing. A direction control valve is provided downstream of the lubrication pump and upstream of the connection portion in the lubrication passage with respect to a flow direction of the oil. The direction control valve is configured to open the lubrication passage when a hydraulic pressure in the lubrication passage exceeds a predetermined value and to close the lubrication passage when the hydraulic pressure is equal to or lower than the predetermined value.

A transmission device includes a casing accommodating a transmission gear and having an oil sump for retaining oil. The oil in the oil sump flows from a lubrication pump through a lubrication passage and is injected to the transmission gear. A connection portion is provided in a part of the lubrication passage, which part is disposed outside the casing. A direction control valve is provided downstream of the lubrication pump and upstream of the connection portion in the lubrication passage with respect to a flow direction of the oil. The direction control valve is configured to open the lubrication passage when a hydraulic pressure in the lubrication passage exceeds a predetermined value and to close the lubrication passage when the hydraulic pressure is equal to or lower than the predetermined value.

The invention relates to a circuit arrangement (1) for generating an auxiliary DC voltage (VLV), having:—a half bridge circuit (2) which outputs a load current (IL) and which converts a DC voltage (V1) into an AC voltage, and—wherein the half bridge circuit (2) has, in each of the two branches (A1, A2), at least two switch elements (S1, S2 and S3, S4) arranged in series and—wherein a flying capacitor (3) is connected in parallel to corresponding switch elements (S2, S3) in each of the two branches (A1, A2), characterized by:—an auxiliary voltage generating unit (5) which is supplied with electrical energy by the flying capacitor (3) and which is designed to generate an auxiliary DC voltage (VLV) which is less than or equal to 48 V. The invention also relates to an associated method for generating an auxiliary DC voltage and to a power converter and a vehicle having such a circuit arrangement.

The invention relates to a circuit arrangement (1) for generating an auxiliary DC voltage (VLV), having:—a half bridge circuit (2) which outputs a load current (IL) and which converts a DC voltage (V1) into an AC voltage, and—wherein the half bridge circuit (2) has, in each of the two branches (A1, A2), at least two switch elements (S1, S2 and S3, S4) arranged in series and—wherein a flying capacitor (3) is connected in parallel to corresponding switch elements (S2, S3) in each of the two branches (A1, A2), characterized by:—an auxiliary voltage generating unit (5) which is supplied with electrical energy by the flying capacitor (3) and which is designed to generate an auxiliary DC voltage (VLV) which is less than or equal to 48 V. The invention also relates to an associated method for generating an auxiliary DC voltage and to a power converter and a vehicle having such a circuit arrangement.

An aircraft turbine engine includes a turbine shaft having a first axis of rotation, a propulsion propeller having a second axis of rotation parallel to and spaced from the first axis, and a mechanical reduction gear coupled to the turbine shaft and rotating the propeller. The reduction gear has a sun gear connected to the turbine shaft, a ring gear, and at least two planet gears, each including a first external toothing that is meshed with an external toothing of the sun gear. A second external toothing is located within the ring gear and is meshed with an internal toothing of the ring gear.

The operational efficiency of a rotorcraft in cruising. The rotary wing aircraft, according to the present disclosure, has a main body and a plurality of motors provided in the main body for rotating each of the rotors, which are parallel to a reference plane. When the main body is inclined with respect to one direction of travel and flying in the direction of travel, the rotational speed of each of the plurality of motors is approximately the same.

The operational efficiency of a rotorcraft in cruising. The rotary wing aircraft, according to the present disclosure, has a main body and a plurality of motors provided in the main body for rotating each of the rotors, which are parallel to a reference plane. When the main body is inclined with respect to one direction of travel and flying in the direction of travel, the rotational speed of each of the plurality of motors is approximately the same.

The flying object control device 1 includes a generator 2, a drive source 3, a battery 4, an electric motor 5, a battery status determination unit 8, and a state-of-charge control unit 11. The battery status determination unit 8 determines a first amount of charge power, which is a current state of charge of the battery. After a flying object starts cruising, the state-of-charge control unit 11 calculates a second amount of charge power, which is a state of charge of the battery 4 required for takeoff during the next flight, based on flight plans 53 and 54 of the flying object, predicts timing of supplying electric power from the generator 2 to the battery 4 based on the first amount of charge power and the second amount of charge power, and starts power supply from the generator 2 to the battery 4 at this timing.

The flying object control device 1 includes a generator 2, a drive source 3, a battery 4, an electric motor 5, a battery status determination unit 8, and a state-of-charge control unit 11. The battery status determination unit 8 determines a first amount of charge power, which is a current state of charge of the battery. After a flying object starts cruising, the state-of-charge control unit 11 calculates a second amount of charge power, which is a state of charge of the battery 4 required for takeoff during the next flight, based on flight plans 53 and 54 of the flying object, predicts timing of supplying electric power from the generator 2 to the battery 4 based on the first amount of charge power and the second amount of charge power, and starts power supply from the generator 2 to the battery 4 at this timing.

An aircraft includes an airframe having at least one wing. A distributed propulsion system is attached to the airframe and includes first and second pluralities of propulsion assemblies. In a vertical takeoff and landing flight mode, each of the propulsion assemblies generates vertical thrust with rotor assemblies of the first plurality of propulsion assemblies rotating in a horizontal plane and rotor assemblies of the second plurality of propulsion assemblies rotating in a parallel horizontal plane. In a forward flight mode, each of the propulsion assemblies generates forward thrust with the rotor assemblies of the first plurality of propulsion assemblies rotating in a vertical plane and the rotor assemblies of the second plurality of propulsion assemblies rotating in a parallel vertical plane. In both the vertical takeoff and landing flight mode and the forward flight mode, a pod assembly coupled to the airframe remains in a generally horizontal attitude.