Abstract: A mean vehicle speed Va and a mean variation .DELTA.Va are factors reflecting a current driving condition and an expected driving condition of a vehicle, which relate to a charge-discharge amount of a battery. A target state SOC* of the battery is calculated from the mean vehicle speed Va and the mean variation .DELTA.Va. The charge-discharge amount of the battery increases with an increase in mean vehicle speed Va and mean variation .DELTA.Va. The lower charging state of the battery results in the higher charge-discharge efficiency. The structure of the present invention sets the target state SOC* of the battery and controls the actual state of the battery to the target state SOC*, thereby enhancing the charge-discharge efficiency of the battery and ensuring a sufficient supply of electric power required for driving the vehicle.

Abstract: The present invention is adapted to provide a method for dynamically determining optimal governor dynamics, i.e., gains, for a fuel control system supplying fuel to an engine. The method determines a mode of the engine, then determines the governor gain in response to the engine mode. The mode or condition of the engine includes a transmission mode, a throttle mode, and a cruise control mode. The governor gains are determined by determining the current engine mode, selecting the appropriate gain look-up table in response to the engine mode, and responsively selecting a gain value from the look-up table in response to at least one of the desired and actual speed. The gain maps are determined using empirical data and classical control system design methods, and storing the results in gain maps, or tables. The governor gain values are used in a forward and a feedback path PID control algorithm.

Abstract: An engine operated generator is arranged to constantly respond to a change in the load with a margin of power. The output current of the generator 1 driven by an engine 2 is rectified by a converter 3 composed of a thyristor bridge structure. A direct current released from the converter 3 is converted by an inverter 4 to an alternate current at a commercial frequency and connected to a load 5. A thyristor driver circuit 9 controls the conduction of thyristors so that the voltage at the input of the inverter 4 is constant. A fuel flow controller 10 detects the conduction angle of the thyristors and the revolution of the engine 2 is controlled so that the conduction angle is converged on a target conduction angle. Since the target conduction angle is set within a predetermined range smaller than the maximum conduction angle, the generator is maintained with margins of its output and can thus provide a stable level of voltage and respond quickly to a change in the load.

Abstract: A method and apparatus for providing welding power from an engine/generator driven welding power supply includes an engine and a generator. A welding power supply is connected to the generator output, and provides welding power. A controller controls the apparatus, and receives an RPM input signal indicative of the engine RPM, and a user selected magnitude input. The controller includes an output reduction circuit that reduces the magnitude of the welding power by a variable amount in the event the engine is likely to stall, so as to reduce the likelihood of a stall, but maintain sufficient power for a welding arc. The magnitude of the welding power is reduced by an amount responsive to the engine speed in the event that the engine RPM is less than an RPM threshold, and/or by an amount responsive to the user selectable setting in the event that the user selectable setting is greater than a threshold.

Abstract: A compression ignition type engine, wherein a first combustion where the amount of the recirculated exhaust gas supplied to the combustion chamber is larger than the amount of recirculated exhaust gas where the amount of production of soot peaks and almost no soot is produced and a second combustion where the amount of recirculated exhaust gas supplied to the combustion chamber is smaller than the amount of recirculated exhaust gas where the amount of production of soot peaks are selectively switched between. When NOx should be released from an NOx absorbent arranged in an exhaust passage of the engine, the second combustion switched to the first combustion and the amount of reduction of the output torque of the engine is compensated for by the output torque of an electric motor.

Abstract: Various forms of energy, such as mechanical, electrical, and/or heat energy are produced by an energy conversion mechanism which includes a spool, the spool including a shaft on which a compressor and turbine are mounted. A generator is operably connected to the energy conversion mechanism for converting mechanical energy thereof into electrical energy. Fuel and air are supplied separately to the compressor. A regenerator type heat exchanger has a cold side for conducting compressed air traveling from an outlet of a compressor to an inlet of the microturbine, a hot side for conducting hot waste gas from the energy conversion mechanism, and a rotary core movable sequentially through the cold and hot sides for absorbing heat in the hot side and giving up heat in the cold side. A catalytic combustor combusts the fuel at a location upstream of the turbine. During start-up, the catalytic combustor is preheated independently of the heat exchanger by an electric heater.

Abstract: A control device for restarting an engine is configured to engage a forward clutch of an automatic transmission quickly, with little shock and without involving a special cost for restarting the engine. When the engine is restarted, a way for supplying an oil is changed in accordance with a leaving amount of an oil from an oil passage with respect to the forward clutch of the automatic transmission or an oil temperature. A time for executing a quick pressure increase control and a control target pressure is changed in accordance with a leaving amount of the oil or the oil temperature. Further, the quick pressure increase control is started at a timing when an engine revolution (a rotational speed of an oil pump) is equal to or greater than a predetermined value.

Abstract: A turbogenerator/motor controller with a microprocessor-based control system having a synchronous condenser, line commutated inverter, and a battery coupled to the turbogenerator/motor controller. When a load transient occurs, the gas turbine engine and the synchronous condenser, which draws its power from the line commutated inverter and battery, provide the power required to successfully meet the transient until the gas turbine engine controls respond by commanding the gas turbine engine to a higher speed, producing more power out of the turbogenerator. In the event of a sudden reduction in load, an auxiliary load device temporarily draws load until the gas turbine engine controls can respond and reduce the output power of the turbogenerator.

Abstract: A vehicle powertrain comprises an internal combustion engine 10 and an electric motor 14 capable of producing driving or braking torque for the vehicle. The exhaust system for the engine 10 includes a catalytic converter 22. A control unit 18 monitors the temperature of the catalytic converter 22 using a sensor 32 and controls the driving or braking torque produced by the electric motor 14 so that the load on the engine produces exhaust gases of a suitable temperature to keep the catalytic converter within its optimum operating temperature range while maintaining the desired total output of torque from the powertrain.

Abstract: A parallel hybrid electric vehicle includes an engine and a motor/generator as a rotary driving source. A differential device has a first shaft connected to the engine, a second shaft connected to the motor/generator, and a third shaft connected to a transmission device. The first and the second shafts can be coupled by a direct clutch. At the time of start of the vehicle with the engine in an idling condition, the motor/generator is controlled to enter a reverse rotation power generating condition, and the engine speed is maintained near an idling speed. After the start of the vehicle, when the motor/generator is in a forward rotation condition, the motor/generator is controlled to operate as a motor to maintain the engine speed at a target speed, and when the engine speed and the motor/generator speed coincide with each other, the direct clutch is made to enter a coupled condition thereby to prevent the occurrence of coupling shock, and also to reduce a driving time of the motor/generator.

Abstract: A method and apparatus for controlling the power output of an internal combustion engine in a vehicle, wherein a motor/generator or a generator/motor is coupled to the output shaft of the engine and the positive and negative torque of the motor/generator or the generator/motor is varied to control the power output of the engine as a function of speed for all manners of performance of the vehicle. The engine operates along a predetermined ideal operating line at all speeds of the vehicle.

Abstract: In an electrical power generation unit with a prime mover having an output shaft rotating at a speed .omega. which determines an output power function having at each value of .omega. an output-power/.omega. slope M.sub.d, and a generator developing electrical power responsive to shaft rotation, a generator electrical impedance is selected to provide a generator output-power/.omega. slope M.sub.g to approximate the M.sub.d slope, so that .omega. can be controlled to maximize efficiency.

Abstract: An electronic control system for regulating the amount of torque applied by a starter/generator to a gas turbine engine during startup. The control system senses engine speed, compares the engine's actual acceleration with a predetermined acceleration, and adjusts the torque to the engine so that the engine accelerates along the predetermined schedule. The predetermined schedule is a function of the engine's speed or time, inlet conditions and oil temperature.

Abstract: A pump controller (40) calculates a pump maximum absorbing horsepower and a pump required horsepower based on an accelerator signal, a pump delivery pressure and an operation signal, determines an engine required horsepower (PN) by selecting minimum one of both horsepower values, and calculates a pump required revolution speed based on the accelerator signal, the operation signal and an engine revolution speed signal to determine an engine required revolution speed (NN). The engine controller (40) determines, from the engine required horsepower (PN), a required-horsepower-referenced target engine revolution speed (NK) at which a fuel consumption rate is minimized, and selects larger one of the engine required revolution speed (NN) and the target engine revolution speed (NK) as an engine target revolution speed (NZ) to control an injected fuel amount and fuel injection timing, thereby controlling an engine torque and an engine output revolution speed.

Abstract: An electrical distribution system for a motor vehicle comprises an engine, an electrically-conductive structural portion of the vehicle and a battery having a positive terminal and a negative terminal. The system also includes a starter motor having an electrical current return electrically coupled to the engine and an electrical generator having an electrical current return electrically coupled to the engine. Also, the system comprises an electrical current return path from the structural portion to the engine and an electrical current return conductor electrically and mechanically coupled between the engine and the structural portion. In addition, the system contains a capacitor coupled in series with the electrical current return conductor. In a variation of the disclosed system, the connections to the structural portion of the vehicle are made to the body and/or chassis of the vehicle. Systems built to according to the present invention have been demonstrated to have very advantageous properties.

Abstract: A power output apparatus 110 includes a planetary gear 120 having a planetary carrier, a sun gear, and a ring gear, an engine 150 having a crankshaft 156 linked with the planetary carrier, a first motor MG1 attached to the sun gear, and a second motor MG2 attached to the ring gear. Part of the torque generated by the engine 150 is output to a power feed gear 128 via the ring gear, while the first motor MG1 receives the residual torque. The second motor MG2 outputs a torque having a greater magnitude than and an opposite direction to this torque, so as to rotate the ring gear reversely. The electric power consumed by the second motor MG2 is supplied by the electric power regenerated by the first motor MG1. This structure enables the power output from the engine 150 to be converted to a power of reverse direction and output to the ring gear.

Abstract: An apparatus and method for controlling low engine idle RPM without discharging a vehicle battery by monitoring the vehicle alternator field modulation. The apparatus includes an engine control module, an alternator, electrical loads and a switch module. The engine control module includes a first input and a first output forming a portion of a first feedback loop. The first input and first output enable the engine control module to sense and control the idle RPM of the engine. The alternator includes an armature and a field coil where rotation of the armature and modulation of the field coil controls the amount of current supplied by the alternator. The switch module modulates the field coil upon receipt of a drive signal from the engine control module.

Abstract: A system and method for controlling operation of a diesel electric traction vehicle of the type including a synchronous generator driven by a diesel engine for producing alternating current (AC) electric power, the AC electric power being converted to direct current (DC) electric power and transferred over a DC link to a plurality of DC to AC inverters, and each of the inverters being coupled to transfer controlled frequency power to at least one AC electric traction motor coupled in driving relationship to at least one wheel-axle set of the vehicle. A computer-based control system controls operation of the engine, generator and inverters in response to a power command signal. The control system computes power supplied by the generator from calculated torque developed by the AC traction motors and electric power losses in the inverters and other circuit elements coupling power from the generator to the motors.

Abstract: A hybrid drive system including an engine and an electric motor at least one of which is operated as drive power source to drive a motor vehicle in a selected one of different operation modes. The system is adapted to prevent concurrent operations to change the operation mode and the speed ratio of a power transmitting device or the ratio of torque distribution to front and rear drive wheels, or concurrent operations to change the operation mode and switch the power transmitting device from a non-drive state to a drive state, for avoiding a shock due to a torque variation which would arise from the concurrent operations. The system is alternatively adapted to cut a power transfer from the drive power source to the power transmitting device, or hold the output of the drive power source substantially constant, when the power transmitting device is switched from the non-drive state to the drive state.

Abstract: A secondary power system for an aircraft utilizes a variable frequency electrical distribution system that provides power to one or more loads that can tolerate distortion components. In addition, a DC distribution system is coupled to the variable frequency distribution system and is isolated from a fixed frequency electrical distribution. Distortion caused by rectification for the DC system is isolated from the fixed frequency system, thereby improving the power quality in the fixed frequency system.

Abstract: A starter has a motor, output shaft driven by the motor, a pinion moving body mounted on the output shaft and engageable with a ring gear, an electromagnet switch, and a rotation restricting member driven by the electromagnet switch to engage and restrict rotation of the pinion moving body until engagement of a pinion gear with the ring gear. To protect the pinion rotation restricting member, continued engagement of the rotation restricting member with the pinion moving body is released by a guide when the pinion moving body rotates a predetermined angle. Further, to protect the pinion moving body, the pinion moving body is advanced closely to the ring gear and thereafter the motor is allowed to rotate so that the pinion engages the ring gear at low rotation speeds.

Abstract: A series hybrid vehicle includes a generator to be driven by an engine, a battery to be charged by the output power of the generator, and a motor for driving the vehicle using the output power sent from the generator and the output power sent from the battery. In an engine control system for the series hybrid vehicle, the values of power demanded by the vehicle when the vehicle is running (i.e., power demand values) are derived based on various engine operation indicative sensor signals, and a running state of the vehicle is estimated based on a frequency distribution of the power demand and a mean value of such power demand values. The system selects one of prestored control patterns depending on the estimated vehicle running state and controls the engine based on the selected control pattern so as to further control the output power of the generator. The system is also applicable to a parallel hybrid vehicle.

Abstract: The object of the present invention is to carry out control and enable an engine to output a desired power, thereby preventing unexpected charge or discharge of storage battery means. A power output apparatus of the present invention sets energy Pe to be output from an engine, in order to cancel a deviation .DELTA.Pb of a charge-discharge electric power Pb of a battery from its target value Pb* , and controls operation of the engine to output the energy Pe. The energy Pe output from the engine is subjected to torque conversion by means of a clutch motor and an assist motor and output to a drive shaft as a required power. In case that the converted energy is not equal to the required power, the battery is charged with the surplus electric power or is discharged to supplement the shortage of electric power. Namely regulation of the energy Pe results in controlling the charge-discharge electric power Pb of the battery.

Abstract: A power output apparatus 110 includes a planetary gear 120 having a planetary carrier, a sun gear, and a ring gear, an engine 150 having a crankshaft 156 linked with the planetary carrier, a first motor MG1 attached to the sun gear, and a second motor MG2 attached to the ring gear. When the driver steps on an accelerator pedal 164 to change the driving point of the engine 150, the power output apparatus 110 calculates an angular acceleration of the sun gear, calculates a torque used for changing the driving point of the engine 150 by multiplying the angular acceleration by a moment of inertia seen from the first motor MG1 of an inertial system consisting of the first motor MG1 and the engine 150, and drives the second motor MG2 by taking into account the torque. This structure enables a desired torque to be output even in a transient time.

Abstract: A control system for a vehicular drive unit having an engine, a motor-generator for acting as a motor and a generator, a planetary gear including at least three rotary elements, a battery for storing electric power as generated by the motor-generator and for feeding electric power to drive the motor-generator, an engine controller for causing the engine to output a target output value on a best mileage curve; and a motor-generator controller for controlling the motor-generator. When the output of the motor-generator corresponding to a target output value of the engine is within an outputtable region of the motor-generator, the motor-generator controller causes the motor-generator to output a reaction torque corresponding to the output torque of the engine.

Abstract: If a decelerating-state detecting device detects a decelerating state of a vehicle, an electricity-generation control device allows a dynamo to generate electricity through a regulator, thereby recovering a kinetic energy of the vehicle, wastefully consumed by braking, as electric energy to charge a battery. At the same time, a braking-force control device controls the opening of a throttle valve through an actuator, thereby decreasing the braking force generated by a pumping load of an engine to prevent a variation in total braking force, so that a sense of incompatibility is prevented from being felt by a driver. Even if the opening of an exhaust valve of an exhaust brake device is controlled instead of controlling the opening of the throttle valve, a similar function and effect can be achieved. Thus, it is possible to avoid a variation in braking force during deceleration of the vehicle, while suppressing the consumption of an engine power output due to the driving of the dynamo to a minimum.

Abstract: A technique is disclosed for optimizing performance of a pump-turbine unit while operating normally in the pumping mode by identifying gate positions resulting in optimization of certain parameters of interest. Influences of gate positions on the optimized parameters is determined and used to evaluate the combined effect of the gate position on the parameters. Weighting coefficients may be used to alter the relative importance of each parameter in the gate position ultimately selected. Gate positions are optimized for each location in a multi-dimensional virtual cam matrix as conditions defining the locations are encountered. A parameter error or evaluation routine is provided for evaluating the consistency of monitored parameter values and for identifying trends that may require reconfiguration of the virtual cam matrix or alterations in the optimization routine, such as changes in the weighting of various parameters.

Abstract: In order to prevent an acceleration slip in an early stage of acceleration even in starting, an acceleration slip control system has a predicting section for predicting an acceleration slip of a drive wheel of a vehicle, a prediction control section for determining an initial value of a driving force reduction quantity and decreases the driving force by increasing the driving force reduction quantity to the initial value to prevent an occurrence of an acceleration slip when the acceleration slip is predicted, and a modifying section for modifying the initially set driving force reduction quantity in accordance with a sensed actual slipping condition during a prediction control of the prediction control section.

Abstract: An auxiliary motor drive system including a driving device and an auxiliary motor. The driving device is powered by the engine of a motor vehicle and in turn drives the auxiliary motor. The auxiliary motor in turn drives the drive shaft of the motor vehicle, thus allowing the engine power output to be applied to the vehicle drive shaft while bypassing the vehicle's transmission. The driving device can be a hydraulic pump, a compressor, or an electric generator, while the auxiliary motor is a hydraulic motor, a pneumatic motor, or an electric motor respectively.

Abstract: A system and controller for providing emergency power to an electrical load when a usual source of power for the load has failed, includes an electrical dynamo, an engine of controllable speed connectable by clutch to drive by a fixed speed ratio the dynamo, a continuously spinning flywheel to provide power while the engine is coming up to speed and during transient loads thereafter, and a control system. The flywheel is also connected with the dynamo, through a variable-speed transmission. When the engine is driving the dynamo, the speed of the engine is controlled by a loop, which involves sensing the torque of the flywheel, comparing the flywheel's speed with a first reference, and adjusting the throttle according to the difference.

Abstract: A turboalternator and air flow control assembly for mounting on a combustion air intake of an internal combustion engine comprises a body having an inlet and an outlet defining an air flow path, a nozzle carrier in the body defining a plurality of turbine nozzles spaced arcuately about and generally parallel with a central axis, the nozzles having inlet and outlet ends and forming a portion of the air flow path, a rotor mounted in the body on bearings for rotation on the central axis, the rotor driving an electric generator and including a turbine wheel having blades axially adjacent and radially aligned with said nozzles, a bypass passage in the body and connecting the inlet and outlet separately from the nozzles, and a bypass valve in the bypass passage and operable to control air flow through said bypass passage. Various embodiments including concentric or parallel bypass passage arrangements and having axial or radial gap alternators with permanent magnet rotors are featured.

Abstract: An electronic governor (34) to control a main steam valve (22) of a steam turbine (10) for controlling the rotational speed of a main drive shaft (16). The electronic governor (34) has a housing (36) in which an electric generator (104) is mounted to supply electrical energy to an electronic module (100) mounted on the housing (36). A hydraulic fluid pump (52) is mounted on the housing (36) and supplies fluid to a fluid operated piston (62) to effect a predetermined rotation of an output control shaft (32) and movement of main steam valve (22). Output signals from a microprocessor (116) to solenoid operated valves (96, 98) control the movement of fluid operated piston (62). Pump shaft (46) and generator shaft (48) are in axial alignment with and driven by the main drive shaft (16) to provide all of the power for operation of the electronic governor (34).

Abstract: An air conditioner control unit performs air conditioner malfunction detection when it detects idle control malfunctions no less than three times in the engine control unit. For example, it detects whether an evaporator downstream temperature is within a second predetermined range which is computed based on a theoretical value. If such temperature is not within the second predetermined range, the air conditioner control unit determines that there is a malfunction in the air conditioner. Moreover, if it is determined that there is a malfunction in the air conditioner, the air conditioner control unit determines if such malfunction affects emissions or fuel consumption. Then, based on the result of such determination, the engine control unit executes malfunction display.

Abstract: An idling speed control method and apparatus in which the field current of an alternator is turned on and off to control the power generation rate of the alternator in accordance with the terminal voltage of a battery, and the air intake of an internal combustion engine is increased and decreased to keep the engine speed at a target speed during an idle operation of the engine such that the field current of the alternator is gradually increased toward a field current value corresponding to an electric load when the electric load is increased suddenly. A battery current consumption value is estimated from the detected state of the battery, a generated current value of the alternator is detected, the value of an electric load current to be outputted from the alternator is obtained in accordance with the sum of the estimated battery current consumption value and the generated current value of the alternator, and the air intake is increased when a set value is exceeded by the electric load current value.

Abstract: In a device for controlling the speed of a motor vehicle in which a power-setting member for the internal combustion engine of the vehicle can be displaced via a switchable coupling by an electric motor, the electric motor receives the voltage necessary for the displacement of the power-setting member for the speed to be maintained from a control device, and the coupling is adapted to be switched by means of an electromagnet for separating the motor from the power-setting member when the device for controlling the speed is not in action. A first controllable switch is connected between one pole of the source of operating voltage and the electromagnet and a second controllable switch is connected between the other pole of the source of operating voltage and the electromagnet. The switches are adapted to be switched into conductive state by means of an operating element.

Abstract: In a vehicle having a voltage regulated electric alternator driven by an engine for supplying power to drive electrical loads and to charge a vehicle battery, a method of maintaining battery state-of-charge includes adaptively learning a system voltage set-point during a first mode of engine operation probabalistically resulting in an electrical system operative in set-point regulation. The method further determines from the adaptively learned system voltage set-point and a present system voltage during a second mode of engine operation that the electrical system is operative in auto-regulation. Idle speed is controlled in response to the regulation state of the electrical system to maintain the system in set-point regulation to ensure adequate battery charge or minimal battery discharge during the second mode of engine operation.

Abstract: Engine-driven equipment includes a stopped-engine detector and a mechanism for safely shutting down the engine, including battery operated auxiliary devices, after detection that the engine has stopped. The engine may be shut down simply by closing a gas cock in the fuel line, but whatever the cause of engine stoppage, auxiliary devices are permitted to run for a predetermined time after stoppage to, for example, cool the engine or maintain warm glow plugs for easier restarting. If the gas cock is used to stop the engine, the engine will continue to run until fuel remaining in the fuel line has been expended, and then safely and automatically shut-down.

Abstract: An engine speed control apparatus controls the rotational speed of an engine when the engine is overloaded.

Abstract: A control apparatus of a rotational speed of an engine outputs a drive signal for adjusting the opening of a control valve which controls a specific volume of intake air of the engine to control the engine speed. The drive signal is based on the sum of a basic control amount and a correction amount. The correction amount is varied such that an actual speed of the engine and a target speed tend to become equal during the idling condition. When the engine goes to the idling condition from the loaded condition, the drive signal is added to a predetermined value to provide a much larger value of the drive signal than in the normal idling condition, and is then progressively decreased until the sum becomes equal to said first control amount. Thus, the engine can be operated without too large a drop in engine speed.

Abstract: There is disclosed a rotational speed control device of an internal combustion engine wherein a variation in torque which is a disturbance is detected in order to control the relation between the flow rate of intake air (or the quantity of fuel injected) and the amount of the electric current produced by an alternator, and to reduce the amount of the electric current produced by the alternator only during a period when an increment in the intake air (or the fuel injection) is delayed, thereby stabilizing the engine speed. Also disclosed is a rotational speed control device according to another embodiment of the present invention.

Abstract: In a vehicle vibration reduction control apparatus for controlling an alternator driven by an engine to charge a battery in such a way that vehicle body vibration due to the engine can be cancelled by alternator vibration, the reference voltage applied to an alternator field coil is reduced by a predetermined value for a predetermined time period, whenever battery terminal voltage exceeds a predetermined level. Since the battery charging rate can be reduced automatically at battery overcharge due to cancellation of engine vibration by alternator vibration, it is possible to prevent the battery from being overcharged when engine vibration increases at idling, for instance.

Abstract: Electromagnetic damping techniques for use in slowing down the shaft to a gas turbine based on various electrical machine concepts. A rotor may be mounted on an outer race of a bearing through which the shaft extends. The damper may use a permanent magnet (PM) design with permanent magnets mounted to the rotor. Alternately, the rotor and stator may be designed to operate upon a switched reluctance motor (SRM) design. Instead of having the rotor mounted to the outer race, an alternate arrangement may use a rotor mounted directly to the gas turbine shaft in which case the rotor and a corresponding stator serve both as a damper and as an electrical generator for providing the usual electrical generation functions from the gas turbine shaft.

Abstract: A method and apparatus for controlling variations of the torque developed by the crankshaft of an internal combustion engine. An ac polyphase rotating electric machine is directly connected to the crankshaft so that the ac polyphase rotating electrical machine is used as a generator when the torque of the crankshaft is increased and used as a motor when the torque is decreased. Thus, rectifiers are provided by inverters and their power supply includes a high voltage power supply capable of generating a voltage higher than a battery voltage.

Abstract: A control system for a variable speed water turbine generator apparatus includes a first function generator that is responsive to an output command signal. The first function generator produces a rotation number command signal. A speed adjuster produces an output signal in accordance with a different signal between the first function generator output and an actual rotation number. An adder adds the generator output command signal to the speed adjuster output signal to determine an overall output command signal. An output aduster produces an output signal in accordance with a difference between the adder output and an actual power output of the generator for controlling the firing angles of the frequency converter. A second function generator, responsive to the generator output command signal, determines an opening command signal for the variable opening vanes.

Abstract: A hydroelectric power system has a reservoir (prime mover) (17) driving an electrical generator (10) which supplies a consumer load (B) and an auxiliary load (14). A control system (11) operates control (15) for the prime mover, control (13) for the auxiliary load and/or control (12) for the consumer load in response to a signal from the generator (10) or some other source, so that the supply is stabilized so far as possible to a minimum. Normally no energy is dissipated in the auxiliary load, except during a control sequence.

Abstract: An induction generator system is disclosed for utilization with an oil producing well having casing gas available at the wellhead and an existing electrical power system. An electric motor is coupled to the existing electrical power system and is utilized as a generator to drive a submersible pump or other electrical load. A gas engine which is powered by the casing gas is mechanically coupled to the electric motor by means of a drive belt and is utilized to drive the electric motor at a speed greater than the synchronous speed of the motor. While the electric motor is driven at a speed greater than its synchronous speed it will generate electrical energy which can be utilized to carry the electrical load. A novel control system is utilized to control the operation of the engine/motor generator system in response to variations in motor speeds, engine operating parameters and load/voltage conditions.

Abstract: In an electronic governor for an internal combustion engine provided with a fuel injection pump having a control rack for adjusting fuel supply, a constant speed control signal Vnd for control to maintain the deviation of the actual speed N from a designated speed No within a permissible range, and a maximum rack position control signal VLd for control to maintain the deviation of the rack position from the maximum position for the particular speed N within a permissible range, are inputted into a control mode selector, which outputs the constant speed control signal Vnd when a speed detection signal Vn is not smaller than a designated speed signal Vno, or when the speed detection signal Vn is smaller than the designated speed signal Vno and the rack is below the maximum position, and outputs the maximum rack position control signal VLd when the speed detection signal Vn is smaller than the designated speed signal Vno and rack is above the maximum position.

Abstract: A method and apparatus for detecting a failure in the speed sensing system of a rotating shaft prime mover. The control system for the rotating shaft prime mover includes a speed sensing system for measuring the rotational speed of the shaft, a speed feedback system for providing actual rotational speed, and a monitoring system for monitoring the speed sensing system. The monitoring system detects loss of speed signal and overspeed conditions. The speed pickup sensing system includes at least a first, second and third speed sensor. The monitoring system senses with the speed pickup sensors the rotational speed of the shaft to provide signals representative thereof. It selects between the first and second speed signal the signal representative of the actual rotational shaft speed to produce a primary speed signal. The system compares the primary speed signal to the third speed signal for producing a speed feedback fault signal when the primary signal deviates from the third signal by a predetermined value.

Abstract: An idling speed feedback control method for use with an internal combustion engine having electrical load equipment and a generator for supplying electric power to the electrical load equipment, the generator being driving by the engine. The idling speed feedback control amount is effected as a function of the difference between an actual engine speed and a target idling speed. The method comprises the steps of detecting a generating state signal as a function of the field coil current of the generator which represents the generating state of the generator; detecting the actual engine speed; determining an electrical load correction value during a time period starting at or before the time when the electrical load correction value changes and ending at the time at or after the electrical load correction value changes.

Abstract: The present invention is adapted for providing an idling speed control system of an internal combustion engine, which exhibits a good response for changes in an engine load, comprising: a throttle valve which controls the amount of intake air for the engine; an actuator which includes an electric motor for variably controlling the opening of the throttle valve; a rotation speed detector for detecting the rotation speed of the engine; an idling condition detector for detecting the idling condition of the engine; and a control, responsive to the detected output of the idling condition detector means, for generating feedback control pulses to intermittently drive said electric motor so that the detected rotation speed of the engine under the idling condition may converge into a target idling rotation speed while, responsive to the output of a detector that detects the operation condition of the engine load operated under the idling condition of the engine, or to the detected output of said rotation speed detecto