Abstract: In one possible embodiment, a motor charging system for connection with a battery is provided having a rotor and a stator. The stator has delta H-bridge connected windings. The delta H-bridge includes an inverter at one side and a switching means at another side with each winding being connected between inverter pole switches and switching means pole switches. An A/C power port is connected to the windings such that when the switching means is off the A/C power port is connected to the battery bus via the windings and the inverter.

Abstract: Embodiments of the present invention permit the optimization of torque control of a permanent magnet machine including obtaining instantaneous terminal voltages of the machine, transforming the instantaneous terminal voltages to a zero direct axis voltage and a non-zero quadrature axis voltage, using a mathematical transformation, regulating the electrical frequency of the permanent-magnet machine such that the zero direct-axis voltage is adjusted to have a value of zero, determining a non-final electrical angle of the permanent-magnet machine by applying an integrator to the regulated electrical frequency of the machine, determining a final electrical angle of the of the machine by integrating the non-final electrical angle and an electrical angle from a previous calculation cycle, and regulating the current vector of the machine such that the current vector is perpendicular to the final electrical angle of the machine, thereby optimizing the torque of the machine.

Abstract: An electric power management system of a vehicle may interconnect a power plant, a propeller drive unit, and a battery via a bus. A controller may direct the operation of the power plant and the propeller drive unit. In a slow control mode, the propeller drive unit may react slowly to small throttle change requests. In the slow control mode, the propeller drive unit may draw power completely or substantially from the power plant. Upon a throttle request to rapidly change propeller drive unit speed more than a threshold amount, the controller may direct that the propeller drive unit quickly obtain the requested speed by drawing power required from the battery in excess of that being generated from the power plant. Subsequently, the controller may direct that the power plant increase power generation to maintain the propeller drive unit at the new speed, and recharge or float the battery.

Abstract: Embodiments of the present invention permit the optimization of torque control of a permanent magnet machine including obtaining instantaneous terminal voltages of the machine, transforming the instantaneous terminal voltages to a zero direct axis voltage and a non-zero quadrature axis voltage, using a mathematical transformation, regulating the electrical frequency of the permanent-magnet machine such that the zero direct-axis voltage is adjusted to have a value of zero, determining a non-final electrical angle of the permanent-magnet machine by applying an integrator to the regulated electrical frequency of the machine, determining a final electrical angle of the of the machine by integrating the non-final electrical angle and an electrical angle from a previous calculation cycle, and regulating the current vector of the machine such that the current vector is perpendicular to the final electrical angle of the machine, thereby optimizing the torque of the machine.

Abstract: Embodiments pertain to simulator circuitry, particularly to simulator circuitry configured to simulate an electric vehicle and test an electric vehicle charger. A test unit is configured to simulate a GFI current via modulator and to simulate electric vehicle loads via switched and combined resistor loads. The test unit provides for reprogramming of the electric vehicle charger via a pilot line. The test unit self-confirms its usability via associating received codes.

Abstract: Embodiments pertain to simulator circuitry, particularly to simulator circuitry configured to simulate an electric vehicle and test an electric vehicle charger (110). A test unit (210) is configured to simulate a GFI current via modulator (1623) and to simulate electric vehicle loads via switched and combined resistor loads (1800). The test unit (220) provides for reprogramming of the electric vehicle charger (110) via a pilot line (323). The test unit (220) self-confirms its usability via associating received codes (1300).

Abstract: An electric power management system of a vehicle may interconnect a power plant, a propeller drive unit, and a battery via a bus. A controller may direct the operation of the power plant and the propeller drive unit. In a slow control mode, the propeller drive unit may react slowly to small throttle change requests. In the slow control mode, the propeller drive unit may draw power completely or substantially from the power plant. Upon a throttle request to rapidly change propeller drive unit speed more than a threshold amount, the controller may direct that the propeller drive unit quickly obtain the requested speed by drawing power required from the battery in excess of that being generated from the power plant. Subsequently, the controller may direct that the power plant increase power generation to maintain the propeller drive unit at the new speed, and recharge or float the battery.

Abstract: In one possible implementation, a method for forming a motor winding is provided which includes compressing a Litz wire to form a compacted Litz wire and forming the winding with the compacted Litz wire. In one possible embodiment, a motor winding is provided that has a high density multi-conductor wire bundle comprises of compacted Litz wire.

Abstract: Embodiments of the present invention permit the optimization of torque control of a permanent magnet machine including obtaining instantaneous terminal voltages of the machine, transforming the instantaneous terminal voltages to a zero direct axis voltage and a non-zero quadrature axis voltage, using a mathematical transformation, regulating the electrical frequency of the permanent-magnet machine such that the zero direct-axis voltage is adjusted to have a value of zero, determining a non-final electrical angle of the permanent-magnet machine by applying an integrator to the regulated electrical frequency of the machine, determining a final electrical angle of the of the machine by integrating the non-final electrical angle and an electrical angle from a previous calculation cycle, and regulating the current vector of the machine such that the current vector is perpendicular to the final electrical angle of the machine, thereby optimizing the torque of the machine.