With Generator Patents (Class 290/32)
  • Patent number: 10819188
    Abstract: A power train may include an engine including a crankshaft and an engine block, a rotor portion connected to the crankshaft and of which a magnet is connected to a first side thereof, a stator portion disposed between the rotor portion and the engine block and a cylinder block water jacket formed on the engine and to which a motor cooling port for cooling a motor is formed.
    Type: Grant
    Filed: December 9, 2016
    Date of Patent: October 27, 2020
    Assignee: HYUNDAI MOTOR COMPANY
    Inventors: You Sang Son, Ingee Suh, Jae Bum Park, Kyoung Pyo Ha, Jeong Soo Eo, Back Sik Kim, Yeon Ho Kim
  • Patent number: 8373569
    Abstract: A method and system for remotely monitoring the status of a standby generator. The system includes a PLC transmitter in communication with the control unit for the generator. The PLC transmitter receives error codes from the control unit of the generator and transmits encoded error codes over the power distribution network in a home using a PLC frequency. A remote status display device can be connected to the power distribution network in the home at any convenient location. The remote status display device includes a PLC receiver that decodes the error codes. The decoded error codes are displayed on a display of the remote status display device for viewing by the home occupant at a location remote from the standby generator.
    Type: Grant
    Filed: May 27, 2010
    Date of Patent: February 12, 2013
    Assignee: Briggs & Stratton Corporation
    Inventor: Richard J. Gilpatrick
  • Patent number: 8304927
    Abstract: Systems and methods for providing AC power from multiple turbine engine spools are disclosed. An aircraft system in a particular embodiment includes an engine having a first shaft connected and a second shaft. The aircraft system can further include a bus system and a first energy converter including a starter/generator, coupled between the first shaft and the bus system to convert a first variable frequency energy transmitted by the first shaft to a first generally constant frequency energy. A second energy converter can be coupled between the second shaft and the bus system, with the second energy converter including a generator to convert a second variable frequency energy transmitted by the second shaft to a second generally constant frequency energy.
    Type: Grant
    Filed: October 17, 2011
    Date of Patent: November 6, 2012
    Assignee: The Boeing Company
    Inventors: Richard A. Cote, Farhad Nozari
  • Patent number: 8039983
    Abstract: Systems and methods for providing AC power from multiple turbine engine spools are disclosed. A system in a particular embodiment includes a turbofan engine having a compressor, a first turbine and a first shaft connected between the compressor and the first turbine, and a fan, a second turbine and a second shaft connected between the fan and the second turbine. The system can further include a state power bus and a first energy converter coupled between the first shaft and the power bus, with the first energy converter including a starter/generator, and being positioned to convert a first variable frequency energy transmitted by the first shaft to a first generally constant frequency energy.
    Type: Grant
    Filed: December 2, 2008
    Date of Patent: October 18, 2011
    Assignee: The Boeing Company
    Inventors: Richard A. Cote, Farhad Nozari
  • Patent number: 7863764
    Abstract: A torque converter-mounted generator is provided that, along with power electronics, offers at least two types of electrical power output and may be attached to a transmission without impacting the axial length of a powertrain in comparison to a powertrain with an identical transmission and a torque converter not having a generator mounted thereto. Different torque-converter mounted generators and power electronics configurations providing different combinations of electrical power voltages may be offered for use with a given transmission type, thus allowing flexibility in meeting customer needs without unduly impacting assembly of the powertrains. A method of assembling transmissions is also provided.
    Type: Grant
    Filed: September 18, 2007
    Date of Patent: January 4, 2011
    Assignee: GM Global Technology Operations, Inc.
    Inventors: Robert Franklin Combs, David J. Sagers, Leroy K. Johnson
  • Patent number: 7848858
    Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.
    Type: Grant
    Filed: November 12, 2008
    Date of Patent: December 7, 2010
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Atsushi Tabata, Yutaka Taga
  • Publication number: 20100133813
    Abstract: Systems and methods for providing AC power from multiple turbine engine spools are disclosed. A system in a particular embodiment includes a turbofan engine having a compressor, a first turbine and a first shaft connected between the compressor and the first turbine, and a fan, a second turbine and a second shaft connected between the fan and the second turbine. The system can further include a state power bus and a first energy converter coupled between the first shaft and the power bus, with the first energy converter including a starter/generator, and being positioned to convert a first variable frequency energy transmitted by the first shaft to a first generally constant frequency energy.
    Type: Application
    Filed: December 2, 2008
    Publication date: June 3, 2010
    Applicant: The Boeing Company
    Inventors: Richard A. Cote, Farhad Nozari
  • Publication number: 20090066084
    Abstract: This invention is directed to enhanced electrical power supply systems with induction generators and related methods of operations. The invention is an enhanced prime mover system capable of converting the exergies of the prime mover system into energy input for the prime mover system to increase the overall efficiency of the prime mover and the overall efficiency of a generator. The enhanced prime mover system may enable a more economic generator system with greater flexibility of implementation.
    Type: Application
    Filed: June 23, 2008
    Publication date: March 12, 2009
    Inventor: Douglas Moyles
  • Patent number: 7215049
    Abstract: A generator for a vehicle includes a stator having an armature coil, a rotor having a field coil and a voltage regulator having a surge absorbing capacitor element and a heat sink. The heat sink dissipates heat that is transmitted to the capacitor element, so that temperature of the capacitor element can be kept low enough to prevent deterioration of the capacitor element.
    Type: Grant
    Filed: February 17, 2005
    Date of Patent: May 8, 2007
    Assignee: Denso Corporation
    Inventor: Mikiya Sakurai
  • Patent number: 7105936
    Abstract: In a generator control apparatus for a vehicle, the control apparatus includes an engine; an intake air temperature sensing section configured to sense a temperature of intake air of the engine; an engine startup temperature-state determining section configured to determine whether the engine is in warm-up state, at the time of startup of the engine; a battery; a battery liquid temperature estimating section configured to estimate a liquid temperature of the battery; a battery liquid temperature storing section configured to store the battery liquid temperature estimated by the battery liquid temperature estimating section; and a generator configured to charge the battery in accordance with the estimated battery liquid temperature.
    Type: Grant
    Filed: May 11, 2005
    Date of Patent: September 12, 2006
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Asami Kubo
  • Patent number: 7084600
    Abstract: A power control apparatus includes an inverter giving a rectangular waveform drive signal to an induction motor, an inverter voltage controlling section controlling an output voltage of the inverter, a converter boosting a voltage supplied to the inverter, a converter voltage controlling section controlling an output voltage of the converter, and a control signal generating section that controls the inverter voltage controlling section in a low-rotational speed region and controls the converter voltage controlling section in a high-rotational speed region.
    Type: Grant
    Filed: July 21, 2004
    Date of Patent: August 1, 2006
    Assignee: Denso Corporation
    Inventors: Tamaki Suzuki, Masami Fujitsuna, Hisaharu Morita
  • Patent number: 7053497
    Abstract: A load monitoring apparatus for monitoring the load applied to a portable generator. The apparatus includes a sensor, and a humanly perceptible indicator that indicates at least one discontinuous load power frequency.
    Type: Grant
    Filed: February 6, 2004
    Date of Patent: May 30, 2006
    Assignee: Briggs & Stratton Power Products Group, LLC
    Inventors: Wesley C. Sodemann, Kenny J. Stair, Russell C. Nordman, Paul A. Tharman
  • Patent number: 7042111
    Abstract: The present invention provides a system, method and apparatus for a redundant prime mover system to drive a machine having an engine coupled to the machine, and a motor/generator coupled to the machine and an electrical network connection. The controller operates the engine and the motor/generator in three or four operating modes. The first operating mode drives the machine with the engine. The second operating mode drives the machine with the motor/generator. The third operating mode drives the machine and the motor/generator with the engine such that the motor/generator generates electricity for delivery to the electrical network connection. Alternatively, the third operating mode drives the machine with both the engine and the motor/generator. This alternate operating mode can also be included as a fourth operating mode.
    Type: Grant
    Filed: November 19, 2004
    Date of Patent: May 9, 2006
    Assignee: Enevsy Transfer Group, LLC
    Inventors: Darrell Poteet, Kelcy Lee Warren
  • Patent number: 6924563
    Abstract: An apparatus for controlling a microturbine, the apparatus including: a rectifier adapted for converting at least one generated voltage from the microturbine to a DC link voltage; an inverter adapted for converting the DC link voltage to at least one inverter output voltage, the at least one inverter output voltage being electrically coupled to an external power bus; a starter drive adapted for converting at least one starter input voltage to at least one starter output voltage, the at least one starter input voltage being electrically coupled to the external power bus, the at least one starter output voltage being electrically coupled to the microturbine.
    Type: Grant
    Filed: May 31, 2002
    Date of Patent: August 2, 2005
    Assignee: General Electric Company
    Inventors: Luis Jose Garces, Mark Edward Cardinal, Gautam Sinha, Mark Edward Dame
  • Patent number: 6900618
    Abstract: A vehicle power generation control apparatus that has a power supply circuit, a rotation detecting circuit, an exciting current detecting circuit, an exciting current control circuit, a torque detecting/maximum exciting current determining circuit and a power transistor. When a speed of rotation of a vehicle generator is detected by the rotation detecting circuit and an exciting current flowing through an exciting winding of the vehicle generator is detected by the exciting current detecting circuit, the torque detecting/maximum exciting current determining circuit calculates an upper limit value of the exciting current so that a rate of change of a generator torque does not exceed a predetermined value, and the exciting current control circuit controls the exciting current so that the exciting current becomes below the limit value. This can prevent the engine revolution from becoming unstable due to variation of load or variation of engine revolution.
    Type: Grant
    Filed: March 11, 2003
    Date of Patent: May 31, 2005
    Assignee: Denso Corporation
    Inventor: Fuyuki Maehara
  • Patent number: 6879053
    Abstract: The invention in the simplest form is an improved variable speed engine/generator set with an integrated power conditioning system and control method, used to generate high quality AC power with optimum fuel efficiency and reduced emissions. The variable speed generator control scheme allows for load adaptive speed control of engine and generator field. The transformerless power inverter topology and control method provides the necessary output frequency, voltage and/or current waveform regulation, harmonic distortion rejection, and provides for single phase, or unbalanced loading.
    Type: Grant
    Filed: October 22, 2003
    Date of Patent: April 12, 2005
    Assignee: Youtility, Inc.
    Inventors: Richard Shaun Welches, Daniel P. Hohm, Jian Wen, Kevin E LeRow, Richard Griessel, Thomas O'Reilly
  • Patent number: 6787931
    Abstract: A starter generator for an internal combustion engine including: a rotating electric machine having a magnet rotor mounted to a crankshaft of the internal combustion engine, and a stator with a three-phase first armature coil and a three-phase second armature coil; a first battery and a second battery connected in series or in parallel; a first driver circuit provided between the first armature coil and the first battery, and a second driver circuit provided between the second armature coil and the second battery; and an inverter that converts voltages of the first battery and the second battery into an AC voltage, wherein drive currents are supplied to the first armature coil and the second armature coil from the first battery and the second battery through switch circuits in the first driver and the second driver, when the engine is started, and induced voltages of the first armature coil and the second armature coil are supplied to the batteries through rectifier circuits in the first driver and the second
    Type: Grant
    Filed: July 16, 2003
    Date of Patent: September 7, 2004
    Assignee: Kokusan Denki Co., Ltd.
    Inventors: Masanori Nakagawa, Yutaka Inaba, Shuichi Muramatsu, Hideaki Suzuki
  • Patent number: 6765306
    Abstract: Method and system are provided that allow determining in a vehicle having two or more sources of electrical energy what corrective action needs to be undertaken in the event one of the energy sources, due to malfunctions and/or environmental conditions, is not able to carry through a cranking event. The system, by way of a bidirectional DC/DC converter, has the capability to transfer electrical energy in either direction between the energy sources. The system includes a controller configurable with computer-readable logic or intelligence that enables the controller to make a decision based on appropriate source parameters, e.g., temperature, to automatically determine when, where, and how much energy needs to be transferred. This decision will enhance the opportunity to successfully perform the next starting or cranking event.
    Type: Grant
    Filed: August 27, 2002
    Date of Patent: July 20, 2004
    Assignee: Delphi Technologies, Inc.
    Inventor: Gerald Thomas Fattic
  • Publication number: 20040041402
    Abstract: The aim of the invention is to create a simple and especially axially compact way of assembling a drive device comprising an internal combustion engine (1), a starter-generator (2), and an automatic gearbox (3, 4) situated on the output end and having an upstream torque converter (3) which is connected to the crankshaft (1.1) of the internal combustion engine (1) by means of a flexible disc (5). To this end, the starter-generator (2) is arranged on the axial side of the torque converter (3), opposite the internal combustion engine (1).
    Type: Application
    Filed: March 24, 2003
    Publication date: March 4, 2004
    Inventor: Uwe Dehrmann
  • Patent number: 6616573
    Abstract: A method and apparatus for eliminating inadvertent power drain from an electrical power source coupled to a starter-generator. A multiple-position key switch and bypass rectifier configuration is implemented. The multiple-position key switch is coupled to the power source. The key switch's start terminal is coupled to a solenoid for starting, while a bypass rectifier is coupled in parallel to the solenoid to provide a circuit path for recharging the electrical power source. When either a closed-in-neutral gear shift switch is open or the key switch is in a run/accessory power position, the solenoid is de-energized. This leaves the bypass rectifier as the remaining circuit path through which the power source is recharged. The bypass rectifier allows current flow in a single direction, thereby preventing discharge of the power source.
    Type: Grant
    Filed: September 21, 2001
    Date of Patent: September 9, 2003
    Assignee: Club Car, Inc.
    Inventors: Paul W. McLeod, John T. Bobbitt, III
  • Patent number: 6580178
    Abstract: A system and method of charging an energy storage device in a vehicle including an engine coupled to a combined starter/alternator and an energy storage device connected to said starter/alternator. The energy storage device provides electrical power to the vehicle. The method comprises the steps of determining a peak efficiency torque value of the starter/alternator when operating as an electrical generator, and intermittently operating the starter/alternator for a predetermined period of time as an electrical generator at approximately the peak efficiency torque value. In this way, the output of the starter/generator is substantially greater than an average power load value of the vehicle for a predetermined period of time, but the average power output of the starter/generator is approximately equal to the average power load requirements of the vehicle.
    Type: Grant
    Filed: September 21, 2000
    Date of Patent: June 17, 2003
    Assignee: Ford Global Technologies, Inc.
    Inventors: Allan Roy Gale, Michael W Degner, Michael Alan Tamor
  • Patent number: 6455946
    Abstract: An automotive alternator is driven by an internal combustion engine via a one-way clutch. When the internal combustion engine is in an idling condition, the power generation amount of the automotive alternator is increased during the engaged state of the one-way clutch and is reduced during the disengaged state of the one-way clutch, thereby adequately suppressing the fluctuation of engine speed without increasing the size and weight of the one-way clutch equipped automotive alternator installed on the internal combustion engine.
    Type: Grant
    Filed: March 15, 2001
    Date of Patent: September 24, 2002
    Assignee: Denso Corporation
    Inventor: Makoto Taniguchi
  • Patent number: 6445079
    Abstract: An electrical machine (10) suitable for use as a starter/alternator for an automotive vehicle, has an inverter circuit (12), a rectifier circuit (14), and a stator circuit (16) that couples the inverter circuit (12) to the rectifier circuit (14). In addition, a switch circuit (18) having a first switch, switch A, and a second switch, switch B, is used to couple inverter circuit (12) to rectifier circuit (14). By controlling the operation of switch circuit (18) so that in a start up mode the switches are closed and in a generating mode the switches are open, a high output torque may be obtained from the electrical machine while a wide operating speed range may be also achieved.
    Type: Grant
    Filed: January 20, 2001
    Date of Patent: September 3, 2002
    Assignee: Ford Global Technologies, Inc.
    Inventors: Allan Roy Gale, Feng Liang, Michael W Degner
  • Patent number: 6376927
    Abstract: A fuel management control method for a hybrid electric vehicle drive having an internal combustion engine and an electric motor arranged in parallel such that both can propel the vehicle; the system including an electric motor driven fuel pump and a programmable microprocessor; and wherein the method further includes monitoring vehicle speed and sensing braking pressure and directing signals of both vehicle speed and braking to the microprocessor and processing such inputs in accordance with an aggressive fuel management program including shut-off of fuel flow to the gas engine in response to vehicle braking at vehicle speeds above a predetermined maximum hysteresis speed and maintaining the fuel shut off during vehicle coasting above a predetermined speed while controlling the electric motor to provide regenerative braking or vehicle start during such fuel shut off modes of operation.
    Type: Grant
    Filed: January 18, 2000
    Date of Patent: April 23, 2002
    Assignee: Saturn Corporation
    Inventors: Goro Tamai, Tony T. Hoang, Robert Charles Downs
  • Publication number: 20010022449
    Abstract: An automotive alternator is driven by an internal combustion engine via a one-way clutch. When the internal combustion engine is in an idling condition, the power generation amount of the automotive alternator is increased during the engaged state of the one-way clutch and is reduced during the disengaged state of the one-way clutch, thereby adequately suppressing the fluctuation of engine speed without increasing the size and weight of the one-way clutch equipped automotive alternator installed on the internal combustion engine.
    Type: Application
    Filed: March 15, 2001
    Publication date: September 20, 2001
    Inventor: Makoto Taniguchi
  • Patent number: 6281596
    Abstract: A method and system to automatically restart a permanent magnet turbogenerator/motor when a fatal fault is detected. The automatic restart logic includes time constraints and limitations on the number of iterations, and is useful regardless of whether the permanent magnet turbogenerator/motor is in a grid connect mode or a standalone mode, and regardless of how the fatal fault originates or is detected. Additional control logic is utilized to handle grid transients and over load conditions to prevent a fatal fault from occurring by using time constraints and an iterative process, together with a brake resistor to control DC bus voltage.
    Type: Grant
    Filed: November 19, 1999
    Date of Patent: August 28, 2001
    Assignee: Capstone Turbine Corporation
    Inventors: Mark G. Gilbreth, Simon R. Wall, Ake N. C. Almgren, Joel B. Wacknov
  • Patent number: 6278194
    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.
    Type: Grant
    Filed: January 7, 2000
    Date of Patent: August 21, 2001
    Assignee: Kokusan Denki Co., Ltd.
    Inventors: Masanori Nakagawa, Yutaka Inaba
  • Patent number: 6169332
    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.
    Type: Grant
    Filed: September 7, 1999
    Date of Patent: January 2, 2001
    Assignee: AlliedSignal, Inc.
    Inventors: Colin Taylor, Patrick L. O'Brien
  • Patent number: 6153942
    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.
    Type: Grant
    Filed: July 21, 1997
    Date of Patent: November 28, 2000
    Assignee: Lucas Aerospace Power Equipment Corp.
    Inventors: Ronald W. Roseman, Kevin E. Rice
  • Patent number: 6066898
    Abstract: A microturbine power generating system includes a combustor and a gas compressor that provides a flow of natural gas to a combustor. The flow of natural gas is regulated by varying the speed of the gas compressor to maintain gas compressor discharge pressure at a set point. The system further includes a turbine and an electrical generator that is driven by the turbine during a run mode of operation. A rectifier and a main inverter convert an output of the electrical generator into fixed frequency ac power during the run mode. A secondary inverter operates an electric motor of the gas compressor at the variables speeds during the run mode. During a startup mode, however, the main inverter operates the gas compressor motor, and the secondary inverter operates the electrical generator as a starter motor.
    Type: Grant
    Filed: August 14, 1998
    Date of Patent: May 23, 2000
    Assignee: AlliedSignal Inc.
    Inventor: Davis Jensen
  • Patent number: 6064122
    Abstract: A microturbine power generating system includes a battery source for providing startup power. Dc power provided by the battery source is converted to three-phase ac power, and the three-phase ac power is supplied to stator windings of an electrical generator of the system. The three-phase ac power causes the electrical generator to operate as a starter motor. An up chopper may be used to reduce the required voltage of the battery source. A down chopper may be used to charge the battery source during normal operation of the microturbine power generating system. The down chopper can allow the battery source to supply backup power in the event the electrical generator experiences a failure.
    Type: Grant
    Filed: November 5, 1998
    Date of Patent: May 16, 2000
    Assignee: AlliedSignal Power Systems Inc.
    Inventor: Bob McConnell
  • Patent number: 5856709
    Abstract: A hybrid drive system for a motor vehicle, having an engine operated by combustion of a fuel, an electric energy storage device for storing an electric energy, a motor/generator connected to the electric energy storage device, and a synthesizing/distributing mechanism which includes a first rotary element, a second rotary element connected to the motor/generator, and a third rotary element, and an output member connected to the third rotary element, wherein a first clutch is provided for connecting the first rotary element and the engine, and a second clutch is provided for connecting two elements of the first, second and third rotary elements of the synthesizing/distributing mechanism, for rotation of the two elements as a unit.
    Type: Grant
    Filed: November 12, 1996
    Date of Patent: January 5, 1999
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Ryuji Ibaraki, Seitoku Kubo, Yutaka Taga, Hiroshi Hata, Tsuyoshi Mikami, Hideaki Matsui
  • Patent number: 5698905
    Abstract: A hybrid propulsion system for a motor vehicle, in which electric motors corresponding to the wheels of the motor vehicle are supplied by a generator, which generator is driven by an internal combustion engine, in particular via a direct current intermediate circuit. To be able to start the internal combustion engine, in the event of the failure of the battery provided for starting the internal combustion engine, by pushing or towing the vehicle or rolling it downhill, the electric motors can be switched over to operate as generators, and the generator can be switched over to operate as a motor, during an emergency starting phase, once the speed of travel of the vehicle exceeds a specified speed threshold. The emergency starting attempt can be initiated by the driver by means of a control mechanism, e.g. a manually actuated control switch or the accelerator pedal. If necessary, the speed threshold can be measured by means of a speed sensor.
    Type: Grant
    Filed: October 4, 1995
    Date of Patent: December 16, 1997
    Assignee: Fichtel & Sachs AG
    Inventors: Alfred Ruthlein, Erich Karg
  • Patent number: 4456830
    Abstract: The invention is an electric starting system for starting aircraft jet engines (32), (34) and (36) using an APU (10) free turbine driven generator (12). The operating power factor of the starter-generator (12) is controlled during start mode operation of the APU (10) by monitoring the line current via a current transformer (58). Contactors (14) and (16) connect the generator (12) into the aircraft's ac power system and ac starting system, respectively. A master start relay (22) is provided, and is closed in the `start` mode such that a power electronics inverter (24) may be powered from external power via contactors (18). The variable-voltage/variable-frequency output of inverter (24) is controlled via a logic controller (26) and can be applied sequentially to the three engine driven generators (32), (34) and (36) via start relays (42), (44) and (46) to start the engines (32), (34) and (36) respectively.
    Type: Grant
    Filed: April 22, 1982
    Date of Patent: June 26, 1984
    Assignee: Lockheed Corporation
    Inventor: Michael J. Cronin