Abstract: A stator generator for an internal combustion engine comprising a magnet rotor provided on an output shaft of the engine and having main poles of permanent magnet and interpoles of material of high permeability alternately provided thereon whereby it is operated as an electric motor when the engine starts so that a drive current flows through armature coils with each of the main poles and one of the interpoles on the advanced side of the corresponding main pole serving as one rotor pole and it is operated as a magneto generator after the engine starts so that a control current flows through the armature coils so as to generate an output for charging a battery with each of the main poles and one of the interpoles on the delayed side of the corresponding main pole serving as one rotor pole.

Abstract: The invention relates to a starting/driving unit for an internal combustion engine (VM) of a motor vehicle with at least two starting methods, which has a clutch (K) between the crankshaft (KW), the engine (VM), and the vehicle transmission (FG) as well as an electric machine which is connected to the engine (VM) by way of the clutch (K). With the electric machine, the two starting methods can be executed in an optimal fashion solely by virtue of the fact that through rotation of the crankshaft by means of the electric machine, each starting method is preceded by a start clearing phase in which the starting conditions are detected when the clutch is engaged, a decision is made as to the subsequent operating phases (direct start phase, positioning phase, preinjection phase, impulse start phase) and their starting parameters are determined.

Abstract: The invention concerns a starter/generator for an internal combustion engine (1), especially that of a motor vehicle, with an electric rotary-field machine (4), which exercises the starter and generator function; and at least one invertor (17) for generating the voltages and/or currents of variable frequency, amplitude and/or phase required for the magnetic fields of the electric machine (4); wherein the electric machine (4) starts the internal combustion engine (1) by merging in from standstill.

Abstract: A microturbine power generating system includes an electrical generator and a turbine having a fixed inlet nozzle geometry. Maximum thermodynamic efficiency of the microturbine power generating system is achieved by maintaining the turbine inlet at or near maximum temperature. When power demanded of the system is constant, power is supplied by the electrical generator. When an increase in power is demanded, at least a portion of the entire demand is supplied by a battery or other energy storage device until the electrical generator can satisfy the increased power demand. Conversely, when a decrease in power is demanded, the load on the generator is temporarily increased (effectively putting a brake on the generator and turbine) and such load is absorbed by the battery or other energy storage device.

Abstract: A starter cutoff control apparatus and method for a starter/generator used on an engine includes a circuit for detecting starter/generator armature current during an engine start operation, comparing the armature current to an armature current setpoint to produce an error signal; using the error signal to produce a field weakening control signal; and a circuit for producing a starter cutoff signal as a function of the field weakening control signal.

Abstract: A hill-holding arrangement for an electrically driven vehicle includes a vehicle with a "gas pedal" which generates a torque command signal T.sub.CMD. A switch (314) couples T.sub.CMD to a motor controller (316, 14) which drives the motor (40) and therefore the vehicle. When the "gas pedal" calls for zero torque, and the vehicle speed is zero, the switch responds to logic (FIG. 5), and substitutes a position-holding torque command signal T.sub..theta. for the operator-controlled torque command signal T.sub.CMD. Position controlling torque command T.sub..theta. is generated by a controller (312) which receives a position signal representative of the angular position .theta. of the rotor. The position-holding torque control loop then produces such torque as may be required to prevent the rotor of the motor from moving from its commanded position.

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 driving and starting unit for an internal combustion engine of a motor vehicle has a driving element, a switching transmission, a coupling arrangable between a drive shaft of the internal combustion engine and the switching transmission, an electrical control device for receiving an outputting and switching signals for the driving element and the switching transmission, the switching transmission being formed as an automatic switching transmission, the driving element including a conventional starter and a starter/generator, the driving element being formed so that the driving element operates in dependence on outer conditions so as to activate one of the conventional starter, the starter/generator, and both the conventional starter and the starter/generator.

Abstract: An arrangement for voltage supply with an electrical machine that can be operated as a generator or as a starter is proposed, which is operated by the engine in the generator mode and which brings the engine to the requisite minimum rpm in the starting mode. The electrical machine is connected via a changer to a voltage converter that is connected to the battery of the on-board electrical system. In the starting mode, the voltage converter is bypassed by a switch element, so that the starter is supplied directly from the battery. In the generator mode, the switch element is opened, so that the generator can be operated with elevated voltage compared to the on-board electrical system voltage, and this elevated voltage is converted to the on-board electrical system voltage in the voltage converter.

Abstract: An electric power generating system comprises a low reactance, large airgap permanent magnet generator driven by a hydraulic motor to generate a poly-phase AC output voltage. Because the permanent magnet generator is a low reluctance, large airgap machine, the output voltage regulation is low over the desired loading range of the system. The output voltage is controlled within acceptable limits by trimming the output speed of the hydraulic motor through the use of a servovalve. The control for the servovalve senses a parameter of output power and generates a speed control signal to compensate for deviations in the generator output. The system includes protection circuitry which monitors at least one parameter of the output power. This protection circuitry generates an output protection signal in response to a deviation in the monitored parameter which exceeds predetermined limits.

Abstract: In one embodiment of the present invention, an electrical system for a motor vehicle comprises a capacitor, an engine cranking motor coupled to receive motive power from the capacitor, a storage battery and an electrical generator having an electrical power output, the output coupled to provide electrical energy to the capacitor and to the storage battery. The electrical system also includes a resistor which limits current flow from the battery to the engine cranking motor. The electrical system further includes a diode which allows current flow through the diode from the generator to the battery but which blocks current flow through the diode from the battery to the cranking motor.

Abstract: A T-S converter is composed of a first rotor which has a first control coil, a second rotor and a stator which has a second control coil. The second rotor has a first magnetic field member (such as permanent magnets) which supplies the first control coil with magnetic field and a second magnetic field member (such as permanent magnets) which supplies the second control coil with magnetic field. The first and second control coils are energized to drive the second rotor to rotate at a set speed with a set torque according to vehicle running condition. The first and the second control coil are also energized to generate battery charging current when the vehicle speed is decreased and the second rotor is driven by the vehicle wheels.

Abstract: There is provided a generator system for internal combustion engines, which can produce power efficiently at all times irrespective of the engine speed even for use in an internal combustion engine operated at variable speeds such as a vehicle engine. An AC generator electronic control unit (ACG.ECU) 3 determines a rotation speed N2 of a rotating electromagnetic field to be generated by a rotor 1R based on a mechanical rotation speed N1 of the rotor 1R in an alternator 1 such that the relative speed N of the rotating magnetic field to a stator 1S agrees with the maximum efficiency speed of rotation Nx. Then the ACG.ECU 3 sends the determined value to a rotating electromagnetic field controller 2a. The rotating electromagnetic field controller 2a controls phases of AC power to be supplied to a three-phase coil 11 of the rotor 1R to generate a rotating electromagnetic field with the rotation speed N2.

Abstract: A starter dynamo having a pinion engageable with a ring gear and an armature for rotating the pinion is supplied at engine starting with an electric storage power from an electric double layered capacitor used exclusively for the starter dynamo. With this storage power, the armature rotates and, with this armature rotation, the pinion rotates. An engine ring gear is driven through the pinion to start the engine. After the engine starting, the ring gear rotation is transmitted to the armature through the pinion and the starter dynamo charges the electric double-layered capacitor. Thus, an electric storage power required for the next engine starting is charged in a short period of time.

Abstract: A variable speed, constant frequency (VSCF) system utilizes a doubly-fed machine (DFM) to maximize the output power of the system. The system includes a power converter that provides a frequency signal and a current signal to the DFM. The power converter is controlled by an adaptive controller. The controller signals the converter to vary its frequency signal and thereby the rotor speed of the DFM until a maximum power output is sensed. The controller also signals the converter to vary its current signal and thereby the portions of power carried by the respective windings until a maximum power output is sensed. The control can be augmented to not only maximize power and efficiency, but also provide for harmonic and reactive power compensation.

Abstract: A rotor 2 has a rotary shaft 20. A drive shaft 7 is provided around an outer periphery of rotary shaft 20 and is rotatably supported on a housing. Drive shaft 7 has the same axial center as rotary shaft 20, and has a pinion gear 7b meshing with a ring gear 8 of an engine. A speed-reduction mechanism 4 includes a sun gear 2b provided on rotary shaft 20, a planetary gear 4b meshing with sun gear 2b, and an internal gear 4a meshing with planetary gear 4b. A reduction shaft 5 receives a rotational torque transmitted from rotor 2 through speed-reduction mechanism 4. A first one-way clutch 6b is interposed between reduction shaft 5 and drive shaft 7 for connecting reduction shaft 5 to drive shaft 7 only when any rotational torque is transmitted from reduction shaft 5 to drive shaft 7. A second one-way clutch 6a is interposed between drive shaft 7 and rotary shaft 20 for connecting drive shaft 7 to rotary shaft 20 only when any rotational torque is transmitted, from drive shaft 7 to rotary shaft 20.

Abstract: An electric power starter generator system comprises a synchronous generator and an induction motor/generator mutually coupled to a shaft being driven to an external prime mover. The synchronous generator and the induction motor/generator are driven by the shaft at the same speed. The system includes a rectifier/inverter having ac terminals coupled to the output of the induction motor/generator, and dc terminals coupled to a dc bus. This rectifier/inverter allows bi-directional power flow to effectuate both power generation as well as electric start of the prime mover. The synchronous generator is excited by a commonly driven permanent magnet generator and a modulated exciter field control. The induction motor/generator is self-exciting through the rectifier/inverter once a voltage is established on the dc bus. The establishment of this voltage may be accomplished by a battery, or by connection of the synchronous generator's output to the input of the rectifier/inverter through a poly-phase contactor.

Abstract: A controller operates to start an electric power generator, for example a gasoline engine electric power generator, when a demand is made for electric power when the user turns on an electric powered device, such as a circular saw, that is to be used. The generator runs as long as there is a demand for power, and when the demand ends, the generator stops after a predetermined adjustable delay period. Additionally, in the event the engine is to be started under cold start-up conditions, the starter is operated to avoid cyclical starting/stalling of the generator engine. When a demand is made on the generator for power, the controller senses a circuit closure, turns on the starter of the generator, and, after the generator cranks, the power is applied to the saw and it starts to operate. The starter is controllably disabled after the generator is operational. The engine driving the generator will stop after a predetermined delay after the power demand is removed.

Abstract: An aircraft engine start system eliminates the need of a separate exciter field inverter by rearranging the exciter field windings and by utilizing external AC power. The aircraft engine is started by external AC power and once the engine has started, the engine can supply power back to a variable frequency AC bus as well as back to a constant frequency AC bus through the start/generator converter mode.

Abstract: Disclosed is an engine starting apparatus which suppresses engine vibrations and noises during engine cranking and reduces consumption of electric power supplied for engine cranking. When an engine starts to rotate to produce its torque, electric power supplied to a starter motor for engine cranking is reduced gradually so that a sum of torques produced by the starter motor and the engine may be prevented from increasing excessively. In the case a generator/motor is used for engine starting, operation of the generator/motor is switched from motor operation to generator operation for suppressing excessive speed rise when engine starting is completed.

Abstract: A combination generator and starter motor includes a rotor with an internal ring gear, a plurality of dual pinion gears which mesh with the rotor and two sun gears which mesh with the dual pinion gears. A large torque multiplication from the rotor to one of the sun gears is provided when the combination generator and starter motor operates as a starter motor. A one-to-one ratio of rotation between that sun gear and the rotor is provided when the combination generator and starter motor operates as a generator.

Abstract: A dynamoelectric device operable as a generator for generating electricity and as a starter motor for starting an associated primary engine in a vehicle. The generator provides 270 Volt DC power during a generating mode while the primary engine is operating and may be used to restart the primary engine in the event that the primary engine is disabled. The dynamoelectric apparatus includes a main generator having a main generator field and a main generator armature. An exciter generator is included which has an exciter armature and an exciter generator field. A rectifier assembly is coupled between the exciter armature and the main generator field. A field shorting switch is coupled to the rectifier assembly and the main generator field for selectively coupling and uncoupling the rectifier assembly during a start-up mode to protect the rectifier assembly against high voltages and voltage spikes.

Abstract: The operating speed of a motor vehicle alternator is controlled based on the frequency of power generated by the alternator. Since the frequency of the alternator power is representative of engine speed, the alternator is shifted between a high speed gear train for low engine speeds and a low speed gear train for high engine speeds. When shifting to the high speed gear train, it is only partially engaged for a brief initial time period to more gradually accelerate the alternator armature toward the corresponding high operating speed. Preferably, initial clutch pull-in is sensed to start the partial engagement period of the high speed gear train. The load on the alternator drive during shifts to high speed operation is further reduced by turning the alternator field current off prior to partially engaging the high speed gear train.

Abstract: An AC variable speed drive (VSD) system having a brushless doubly-fed motor receives power from an electric power grid at a system frequency of the grid and drives a mechanical load. The motor has a rotor with rotor windings and a stator with stator windings comprising first and second polyphase stator systems. The first stator system receives power from the grid at the system frequency. A sensor senses a parameter of the received power by the drive and produces a corresponding power sensor signal. A VSD controller receives and processes the power sensor signal and a reference signal which has been established according to a desired motor operation strategy, and generates therefrom a controller signal. A converter, such as a power electronic converter, receives and converts power from a converter powThis invention was made with government support under Grant No. 79-85BP24332, awarded by the Bonneville Power Administration. The United States government has certain rights in this invention.

Abstract: An engine starter/generator has a rotor which rotates on excitation caused by an exciting winding, a speed reducer which reduces the speed of rotation of the rotor, a first clutch which transmits the rotation of the rotor, the speed of which has been reduced through the speed reducer, to an output shaft of an engine, and a second clutch which is disposed between the engine output shaft and the rotor to connect together these two members when the speed of rotation of the engine output shaft is greater than that of the rotor. The speed reducer and at least either one of the first and second clutches are disposed substantially axially in line with one another. This arrangement reduces the radial dimension of the engine starter/generator. It can, therefore, be disposed with in the engine room of a vehicle without difficulty.

Abstract: A combined starter motor and alternator for a vehicular engine system can be positioned for direct coupling to an engine power shaft between the engine and transmisson. A pair of axially offset magnetically permeable disks are bolted to the power shaft. These disks form an annular channel therebetween. A plurality of rare earth permanent magnets are mounted on the inside face of one of the disks in the channel. Positioned within the channel is a stationary, ironless stator assembly having stranded conductive wire windings embedded in an insulation matrix. These windings alternatively pass from the perimeter of the disk towards the interior of the disk as each winding forms a single pass around a longitudinal axis of the power shaft. In a starter mode of operation, a polarity sensor, such as a Hall-effect switch mounted adjacent each stator phase winding, is used to control the driver switches of a conventional H-type arrangement for providing drive current to a starter motor stator coil.

Abstract: A brushless generator which is operable in a generating mode to convert motive power into electrical power, and in a starting mode to convert electrical power into motive power includes a set of electrically conductive bars disposed on a rotor of the generator and which are interconnected to form a squirrel cage winding whereby AC power may be provided to a main generator portion armature winding which induces currents in the bars and causes the generator to operate as an induction motor. Circuitry is provided for periodically shorting a main field winding of the generator during operation of the generator in the starting mode to prevent damage thereto.

Abstract: In a system for starting an aircraft turbine from a low voltage direct current power supply, the low voltage power supply is coupled by an invertor to the turbine's a.c. generator. The generator operates as a motor during starting. The invertor is initially coupled directly to the generator during starting, and to the generator via a step-up transformer after the speed of the generator increases. In a preferred embodiment of the invention, the transformer is an autotransformer used to step down the output of the generator when operating as a generator after the turbine has been started.

Abstract: This invention relates to an integrated drive generator of the type employed onboard aircraft for power generation and prime mover starting. Prior art integrated drive generators which provided for a prime mover starting mode drove a prime mover through a constant speed transmission in order to provide motive power to the engine. The present invention provides a power path for prime mover starting which couples the motor/generator directly to the prime mover and decouples the motor/generator from the transmission by means of properly oriented one-way clutches.

Abstract: A power conversion system utilizes a brushless generator driven by a prime mover when operating in a generating mode and drives the prime mover when operating in a starting mode. The system includes an AC/DC power rectifier and an inverter coupled to the AC/DC power rectifier for developing at least one AC voltage. Contactors are provided for coupling, when in the generating mode, the generator to the rectifier input and the inverter output to an AC load during operation in the generating mode, and for coupling an external power source to the rectifier input and the inverter output to the generator during operation in the starting mode. Transformers are provided for adjusting system voltages so that the generator windings need not be modified to accomplish starting of the prime mover.

Abstract: In a starter protective device, a sensor detects the operating conditions of the engine, a decision unit having a detecting section for detecting starting conditions and a controlling section for changing, according to the starting conditions provided by the detecting section, reference values for determining whether or not the engine has been started provides a start completion decision output when it is determined from the reference values that the engine is in operation, and in response to the start completion decision output the starter is deenergized, whereby the starter is lengthened in service life.

Abstract: A starting system for an aircraft propulsion engine. An electrical motor (62 or 122) is mounted within a case (14) in which first and second hydraulic units (102, 104) are operated as part of a constant speed drive transmission. The electric motor accelerates a motor-generator set (24) to a velocity near the synchronous speed. The motor-generator set is coupled to the drive shaft (20) by operation of the hydraulic units as a variable torque link. The electric motor functions both as a heat source of hydraulic fluid contained within the hydraulic pump and motor case during extreme low temperature conditions at which point the starting torque of the motor is initially insufficient to cause rotation of the output shaft and to further accelerate the motor-generator set up to a rotational velocity at which the motor-generator set may be operated synchronously at which the motor-generator set is coupled to the drive shaft (120) by operation of the hydraulic units as a variable torque link to rotate the engine.

Abstract: A field coil is divided into the plural number, and each of these field coils is connected in parallel in relation to a battery at the time of engine starting, and in series during the generation of the electric current after engine starting, so that sufficient field electromotive force can be maintained in the event of a battery voltage drop during engine starting, and also a necessary, sufficient field electromotive force can be produced with little current at the time of voltage recovery during generator operation. Consequently, the amount of copper to be used for the field coils and a winding space can be decreased; therefore the present invention is effective to provide a light-weight, small and unexpensive engine starting and charging device.

Abstract: A high efficiency automotive electrical system and method of control employing an asynchronous induction machine for performing both starting and generating functions. The induction machine is coupled to the engine through a bimodal gearset which operates as a reduction drive during the starting mode and as a direct drive during the generating mode. A computer-based controller responsive to the battery voltage and the speed of the induction machine maintains given voltage/frequency ratios during both starting and generating to provide efficient operation, and smoothly controls the transition between starting and generating modes. The vehicle electrical loads are supplied at one or more stable voltages produced by a load converter powered by the battery.

Abstract: A system for cranking/starting a combustion engine and for generating electrical power during engine operation uses an inverter-driven, high efficiency permanent magnet synchronous machine as a cranking/starting motor during a start mode and as an alternator during a run mode. A modified planetary gear assembly provides sufficient torque multiplication during the start mode to enable the synchronous machine to start the engine. One-way clutches allow the planetary gear assembly to provide the torque multiplication in the start mode and 1:1 coupling between the engine crankshaft and the shaft of the synchronous machine after the engine has been started and is operating.

Abstract: A starting system and method for starting a prime mover connected to a generator by an actuable torque link utilizes a hybrid permanent magnet/induction machine having a rotor coupled to a rotor of the main generator and a stator having windings therein. The method includes the step of applying AC power to the hybrid machine stator windings so that the hybrid machine initially acts as an induction motor to accelerate the hybrid machine rotor, following which the hybrid machine acts as a synchronous motor to rotate the main generator rotor at a particular speed DC power is then applied to a main generator field winding and AC power is supplied to a set of main generator armature windings so that the main generator operates as a synchronous motor to develop motive power the torque link is activated once the main generator is operating as a synchronous motor to bring the prime mover up to self-sustaining speed.

Abstract: The control method concerns a reversible electrical machine capable of working either as a generator (alternator) or as a motor intended for a motor vehicle, this machine comprising an armature winding (4) and an inductor winding (1), the inductor (1) being controlled by a regulator (2a) during operation in the alternator mode. During operation in the motor mode the supply voltage for the armature (4) and or the excitation (1) is controlled so as to obtain the desired torque-speed characteristics.

Abstract: Engine start capability may be added to an aircraft generating system including a variable speed, constant frequency inverter 34 by placing transistors 48 in shunt relation to diodes 22 forming part of a full wave rectifier for rectifying A.C. power from a brushless generator output winding 10 which is normally supplied to the inverter 34 for conversion to constant frequency A.C. power. A source of D.C. power 60 may be connected to the diodes 22 and transistors 48 and the latter are operated by an inverter controller 52 to convert the D.C. power so provided to alternating current to be fed to the brushless generator output windings 10 and cause the brushless generator to operate as an A.C. motor for the starting of a turbine engine 18 or the like.

Abstract: Prior starting/generating systems which operate a generator as a motor to start a prime mover have been inefficient since motive power was delivered to the prime mover through hydrostatic trim and differential components of a constant speed drive interposed between the prime mover and the generator. In order to overcome this problem, means are provided between the prime mover and the generator for bypassing these components of the constant speed drive when operating in a starting mode so that motive power is transferred directly to the prime mover. This, coupled with the fact that the generator is operated as a motor responsive to generator speed and/or generator power factor, increases the efficiency of the system when in the starting mode.

Abstract: An electric generator for vehicles is disclosed including an armature having starting coils, generating coils and a starting current supply path assembly for supplying electrical current from a power supply to the starting coils. The electric generator also includes a field element having a set of field magnets for providing a magnetic field which interacts with the magnetic field of the starting coils during a start-up sequence of the engine of the vehicle. The field magnets also generate a magnetic field after the start-up sequence has been completed to induce an electrical current in the generating coils during operation of the engine so as to provide electrical energy for the engine. The starting coils are arranged concentrically inside the set of field magnets and the generating coils are arranged concentrically inside the starting coils.

Abstract: A starting system for starting a prime mover connected to a generator by a torque link includes an induction motor having a torque rating substantially equal to the minimum torque required to rotate the rotor of the generator from rest to a particular speed within a predetermined time period while the torque link is deactuated, a source of electrical power, contactors for connecting the source of electrical power to the induction motor when the torque link is deactuated to accelerate the generator rotor to the particular speed, a second set of contactors for connecting the source of electrical power to the generator windings once the generator rotor has reached a particular speed to cause the generator to operate as a synchronous motor and a torque link actuator for actuating the torque link once the generators operating as a synchronous motor to bring the prime mover up to starting speed.

Abstract: A starter generator system is provided with a dynamoelectric machine having a stator and a rotor which is mounted for rotation with respect to the stator. The rotor carries a main field winding, an exciter armature winding and means for rectifying the output of the exciter armature winding to provide DC excitation for the main rotating field winding. A main armature winding is mounted on the stator and magnetically coupled to the main field winding. An exciter portion of the stator supports both a multiple phase AC exciter field winding and a distributed DC exciter field winding, both of which are mounted to be magnetically coupled to the exciter armature winding. A variable voltage, variable frequency power converter is capable of being alternatively connected to drive the dynamoelectric machine as a starting motor or to receive power from the machine during generator operation.

Abstract: Inefficiencies in electrical starter-generator systems for turbine engines are avoided in a construction including a dynamoelectric machine 16 operable as a motor or as a generator and having a rotor 26, a hydraulic torque converter 70 including an impeller 80 connected to the rotor 26 and a turbine 86. A system 94, 96 is provided for selectively providing hydraulic fluid to the torque converter 70 and a constant speed drive 112, 142, 144 is included. Overrunning clutches 108 and 158 interconnect the turbine 86 and an input for the constant speed drive for allowing the input to overrun the turbine 86 but not the reverse, and for interconnecting the rotor 26 and an output 130 of the constant speed drive for allowing the rotor 26 to overrun the output 130.

Abstract: A starter/generator in combination with a dual battery dual voltage motor vehicle electrical system and an equalization circuit for maintaining substantially equal charge on the batteries. In starting, the starter/generator is operated as an equivalent series motor from the serial combination of the two batteries to crank the engine. Upon starting, the starter/generator supplies charging current at one or the other of the system voltages, depending on the engine speed. At all times, the equalization circuit transfers energy from one battery to the other as required to maintain balanced battery voltages.

Abstract: For starting a rotatable 3-phase a-c electrical machine of the synchronous type, the stator windings of the machine are connected to an electric storage battery via a controllable electric power converter, and the d-c field winding is connected in series with the stator windings by inserting it in the load current path between the converter and battery. Field weakening resistance is connected in parallel with the field winding. The converter includes a plurality of electric valves (thyristors) that are cyclically turned on in a predetermined sequence in synchronism with alternating voltages developed at the line terminals of the stator windings.

Abstract: An electric starting system for cranking an internal combustion engine by an electric cranking motor. The system prevents energization of the cranking motor following initial energization and subsequent deenergization by sensing the voltage generated by the cranking motor when it is deenergized and preventing reenergization of the cranking motor until this voltage drops to some value indicative of a low cranking motor speed.

Abstract: An engine-driven model toy having an engine, an electric motor connected to the engine and a power source battery, and characterized in that the electric motor, powered by the battery, drives the engine at the start of the engine while, during the continuous operation of the engine, the electric motor is driven by the revolution of the engine to charge the battery is disclosed. Also, an engine-driven model toy characterized in that the engine and the electric motor are connected through a transmission mechanism capable of changing over the engine/motor speed ratio at predetermined values in accordance with the starting and continuous operation modes of the engine is disclosed.

Abstract: A D.C. welder includes an engine-driven D.C. generator, a polarity-reversing switch which can change the direction of current flow through the field winding of that generator to provide a positive or negative polarity at the welder output terminals, a circuit that automatically permits only uni-directional current flow through that field winding during the starting of the engine, and a further circuit that energizes a solenoid to close contacts which enable that generator to operate as the starting motor for that engine but which thereafter de-energizes that solenoid and then keeps it de-energized until the engine is at, or close to, rest.

Abstract: This invention concerns a process and a motor unit for driving a load such as an automotive or similar vehicle, which can move at least intermittently by momentum, once it has been set in motion by the motor unit. The motor unit comprises at least two electric motors each driving a propulsion component such as a wheel, an accumulator supplied by a generator which is driven by a combustion engine or similar motor, and means of connecting the accumulator permanently to one of the electric motors and of connecting this accumulator to the other electric motor in order to set the vehicle in motion, this other motor being disconnected from the accumulator once the vehicle is set in motion, and thereafter supplying an electric current which is used to charge the accumulator. The invention can be applied to the driving of any vehicles such as motorcycles, motor-cars and similar vehicles, as well as boats, aircrafts, etc.

Abstract: An internal combustion engine starting circuit for a system including a combination direct current motor generator unit having an armature coil and field coil in series therewith to be connected to a source of direct current to function as a starter motor when the ignition switch is first closed and to function as a generator when the internal combustion engine starts to bring the motor generator unit to generating speed is provided with a starting solenoid to be energized to close a contact for connecting the motor generator unit to the source when energized. An ignition switch is adapted to be closed to complete a circuit through one coil of a double coil starting relay having a normally open contact to be closed to energize the starter solenoid in series with the ignition switch and the source.