Abstract: Methods and systems for an electric motor-generator in a vehicle are provided. In one example, an electric motor-generator is provided that includes an engine interface configured to rotationally couple to a first engine, a transmission interface configured to rotationally couple to a first transmission of the first engine, and a rotor with a plurality of magnets at least partially surrounding a stator including a plurality of coils. The rotor is rotationally coupled to the engine interface and the transmission interface.

Abstract: A powertrain includes an electric machine including a rotor defining a hollow center and a fluid-coupling assembly at least partially disposed within the hollow center. The fluid-coupling assembly includes an input shaft, a turbine fixedly coupled to the rotor and having a hub configured to connect with a transmission input shaft, and an impeller configured to fluid couple with the turbine. The impeller is selectively coupled to the rotor and selectively coupled to the input shaft.

Abstract: A hybrid powertrain includes a torque converter including an impeller, a turbine, and a stator, wherein the impeller is configured to receive torque from the engine input shaft without utilizing a torque converter cover or shell. The hybrid powertrain includes an electric machine including a rotor and motor stator, wherein the electrical machine is configured to transfer torque to a transmission input via the rotor.

Abstract: A turbogenerator power electronics system for use with a turbogenerator is described, wherein the turbogenerator power electronics system comprises a plurality of power electronics subsystems connected in parallel, each power electronics subsystem comprising an inverter. In such a way, a modular, reconfigurable power electronics system with increased ability to operate during a fault is provided.

Abstract: A controlling apparatus 1 according to an embodiment is a controlling apparatus of a hybrid vehicle 30 including a motor generator 3 that is mechanically connected to an internal combustion engine 2 and that can generate power in response to rotation of the internal combustion engine 2 and provide torque to the internal combustion engine 2, the controlling apparatus 1 including a rotation information acquiring unit 11 that acquires rotation information of the motor generator 3 with a higher resolution than rotation information of the internal combustion engine 2 and a power generation determining unit 12 that makes a determination regarding the power generation by the motor generator 3 based on the rotation information of the motor generator 3.

Abstract: A hybrid module includes a torque converter, an electric motor, a cover plate, a connecting pin, a piston, and a pressure plate. The torque converter includes a turbine and an impeller, arranged together to form a hydrodynamic torus. The electric motor includes a rotor with a rotor carrier drivingly engaged with the impeller. The cover plate is fixed to and radially inside of the rotor carrier, and includes a tubular portion with an orifice. The connecting pin is sealed to the tubular portion and extends through the orifice. The piston is disposed on a first axial side of the cover plate, is fixed to the connecting pin, and is arranged to engage a torque converter clutch, and the pressure plate is disposed on a second axial side of the cover plate, opposite the first axial side, is fixed to the connecting pin, and is arranged to engage a K0 clutch.

Abstract: A powertrain system includes a flex plate, a transmission input shaft, a torque coupling, a one-way clutch, and a damper assembly. The flex plate is configured to be connected to a crankshaft of an engine. The torque coupling connects the transmission input shaft to the flex plate while allowing slip between the transmission input shaft and the flex plate. The one-way clutch is configured to couple the flex plate to the torque coupling. The damper assembly couples the flex plate to the one-way clutch and is configured to inhibit vibration transmission from the flex plate to the one-way clutch.

Abstract: A hybrid vehicle and a powertrain for a hybrid vehicle are disclosed. A hybrid powertrain may include an internal combustion engine configured to provide rotational power to a rotatable shaft in a first rotational direction, and an electric motor-generator configured to selectively provide rotational power to a rotational output. The motor-generator may include a rotor fixed for rotation with the rotational output. The powertrain may further include an engine disconnect device comprising a mechanical clutch linking the rotatable shaft with the rotational output. More specifically, the rotatable shaft may drive the rotational output in the first rotational direction, and the rotational output may freewheel with respect to the rotatable shaft when rotating faster in the first rotational direction than the rotatable shaft.

Abstract: A hybrid module is configured for arrangement in the torque path upstream from a transmission and downstream from an internal combustion engine. The hybrid module includes a torque converter and an electric motor including a rotor connected to the torque converter for driving the torque converter. The hybrid module also includes a connect/disconnect clutch configured for being actuated between an engaged orientation for drivingly connecting the internal combustion engine to an output of the connect/disconnect clutch for driving the torque converter and a disengaged orientation for drivingly disconnecting the internal combustion engine from the output of the connect/disconnect clutch.

Abstract: The present invention relates to a method of decelerating a turbine rotor of a turbine engine. At least one electric motor is engaged with the turbine rotor. A braking system, preferably the starting system, is engaged with the at least one electric motor, preferably the generator of the turbine engine, so as to use the at least one electric motor to apply a negative (braking) torque on the turbine rotor. The method includes after flame off, the braking system being used for dissipating kinetic energy available in the turbine engine after flame off by means of the at least one electric motor.

Abstract: A power generation device for a utility vehicle having a battery source, a logic/driver module operably coupled to the battery source and capable of outputting power to a motive drive system, an internal combustion engine capable of outputting a mechanical driving force, and a generator system operably coupled to the internal combustion engine and electrically coupled to the logic/driver module. The generator system is capable of operating as a generator in response to the mechanical driving force of the internal combustion engine, thereby outputting electrical energy to the logic/driver module, and further is capable of operating as an electric motor in response to input of electrical energy from the logic/driver module. Between a first voltage and a second voltage, the output of the generator is reduced. Between the second voltage and a third voltage, the generator output is reduced to zero and the internal combustion engine is reduced to idle.

Abstract: A gas turbine engine including high and low pressure shafts, an electromechanical device having a rotor and a stator coupled such that the rotor is rotatable with respect to the stator, the rotor having a device gear secured thereto, the device being secured to a support structure in a bearing housing forming part of a bearing assembly supporting a portion of the low pressure shaft extending in proximity of the high pressure shaft and of the shaft gear, and a coupling idle gear secured for rotation about a stationary gear support mounted in the bearing housing, the idle gear being in toothed engagement with the shaft gear and with the device gear. An electromechanical device assembly for a gas turbine engine and a method of operating an electromechanical device are also provided.

Abstract: A gas turbine engine including high and low pressure shafts, an electromechanical device having a rotor and a stator coupled such that the rotor is rotatable with respect to the stator, the rotor having a device gear secured thereto, the device being secured to a support structure in a bearing housing forming part of a bearing assembly supporting a portion of the low pressure shaft extending in proximity of the high pressure shaft and of the shaft gear, and a coupling idle gear secured for rotation about a stationary gear support mounted in the bearing housing, the idle gear being in toothed engagement with the shaft gear and with the device gear. An electromechanical device assembly for a gas turbine engine and a method of operating an electromechanical device are also provided.

Abstract: An electrical machine is embedded into the compressor assembly of a gas turbine engine. An electrical system interface module distributes electrical current to and from the embedded electrical machine for starting the gas turbine engine and for operating accessory components. Accordingly, the gas turbine engine and accessory components can be started and operated without a power-takeoff shaftline and without an external accessory gearbox.

Abstract: A power generation system includes a support unit configured to support a power transmission line disposed on a transmission line tower, and a power generation unit. The support unit includes a support line having an end part connected to the power transmission line and a rotary body configured to rotate in a manner cooperating with the support line. The power generation unit is configured to generate electric power in response to rotation of the rotary body caused by movement of the support line resulting from tension of the power transmission line.

Abstract: The shock absorber electrical generator includes a piston adapted for reciprocating motion within a cylindrical piston chamber as a vehicle's suspension system deflects. A working fluid is contained within the piston chamber. During the compression stroke of the piston, working fluid is forced through a circuit having at least one chamber in the cylinder opposite the piston. The working fluid communicates with at least one fan turbine motor disposed in the chamber, and with the piston chamber, which captures the working fluid on the return stroke. Upon compression of the piston, the working fluid passes through the fan turbine motor, thereby turning a shaft connected to a DC generator. The electric energy generated is routed to vehicle electrical components and/or charges the vehicle battery. Multi-generator systems, fan, and housing units are deployed in a plurality of shock absorber electrical generators that are attached to the vehicle's wheel system.

Abstract: The present disclosure relates to an engine-generator having an engine, an electrical generator and a control panel configured to control the engine-generator. The engine-generator includes a first electrical starter having a first battery, a first solenoid configured to receive a starting signal from the control panel and a first starter motor configured to crank the engine when the first solenoid receives the starting signal from the control panel. The engine generator also includes a second electrical starter including a second battery, a second solenoid configured to receive a starting signal from the control panel and a second starter motor configured to crank the engine when the second solenoid receives the starting signal from the control panel.

Abstract: One embodiment of the present invention relates to a battery pack and a method of controlling the battery pack, and more particularly, to a battery pack receiving a charging current from a power generation module and a method of controlling the battery pack. In the battery pack, when an output voltage of the power generation module is higher than a rated voltage of a main battery and a rated voltage of a sub-battery is higher than the rated voltage of the main battery, an energy loss may be reduced.

Abstract: An accessory box for a gas turbine engine has an input gear to be driven by an input shaft. The input gear is engaged to drive a first driven gear on one radial side of a drive axis of the input gear. The first gear drives at least a second driven gear on one radial side of the drive axis, with at least one accessory driven by one of the first and second driven gears. The second driven gear drives a bevel gear arrangement to drive a third driven gear on an opposed side of the drive axis of the input gear. The third driven gear drives at least a second accessory. The accessories are associated with a gas turbine engine.

Abstract: A multipurpose engine has a wiring structure between the generator and electrical components. A connector box is provided in a gap defined directly between the generator and the fuel tank. A plurality of electrical wirings is interconnected inside the connector box.

Abstract: The present invention relates to an electric starting device (1) for an internal combustion engine (5), which electric starting device (1) comprises an electric starter (4) and a starter-generator (2) which is assigned to a traction mechanism drive (3). The starting of the internal combustion engine (5) may take place by means of the electric starter (4) or the starter-generator (2) in each case individually or in a combination of the two units. Also provided is a start-stop device of the internal combustion engine (5), in which a controlled supply of power to the starter-generator (2) is provided in synchronization with a start by means of the electric starter (4).

Abstract: A hybrid marine drivetrain for a watercraft, the drivetrain including a driveshaft for driving a propulsion device of the watercraft, an internal combustion engine for driving the driveshaft, a motor for driving the driveshaft, a storage unit for storing energy in a form suitable for operating the motor, and a generator driven by the internal combustion engine for generating energy to power the motor, wherein a drive output of the motor is in direct driving connection with the driveshaft, a drive output of the internal combustion engine is in direct driving connection with a rotor of the generator, and a clutch is provided to selectively couple/decouple drive from the internal combustion engine to/from the driveshaft.

Abstract: The present disclosure relates to an engine-generator having an engine, an electrical generator and a control panel configured to control the engine-generator. The engine-generator includes a first electrical starter having a first battery, a first solenoid configured to receive a starting signal from the control panel and a first starter motor configured to crank the engine when the first solenoid receives the starting signal from the control panel. The engine generator also includes a second electrical starter including a second battery, a second solenoid configured to receive a starting signal from the control panel and a second starter motor configured to crank the engine when the second solenoid receives the starting signal from the control panel.

Abstract: An electrical generating system. A wheel that is eight feet in diameter is turned with a motor that is powered by battery. The battery is charged by a battery charger that supplies power to the battery twenty four hours a day. The size motor needed to turn the wheel will depend on the size of the generator that is needed to supply the electricity to a particular size building. The wheel has a built in shaft in the center of the wheel. The shaft sits on a pair of burring rings that are held up by a steel frame. The wheel can spin freely.

Abstract: A multipurpose engine having an improved wiring structure between the generator (46) and electrical components is disclosed. A connector box (104) is provided to the dead space formed between the engine main body (27) and the fuel tank (37). A plurality of electrical wirings (151 to 156) is interconnected inside the connector box.

Abstract: The present invention relates to an electric starting device (1) for an internal combustion engine (5), which electric starting device (1) comprises an electric starter (4) and a starter-generator (2) which is assigned to a traction mechanism drive (3). The starting of the internal combustion engine (5) may take place by means of the electric starter (4) or the starter-generator (2) in each case individually or in a combination of the two units. Also provided is a start-stop device of the internal combustion engine (5), in which a controlled supply of power to the starter-generator (2) is provided in synchronization with a start by means of the electric starter (4).

Abstract: A vent assembly is provided for allowing internal contaminants to exit a solenoid. The vent assembly includes a vent membrane interposed between a gasket and a support. The support may have a variable diameter. The vent assembly attaches to the solenoid via a mating cover of the solenoid, which includes a vent opening that aligns with an opening in the gasket and includes a counter bore that captures the gasket. The vent assembly allows contaminants to exit the solenoid through a vent membrane. It also prevents contaminants from entering the solenoid around the vent membrane without the use of injection molding.

Abstract: A power generation system for propelling, and generating electrical power in, an aircraft, using a gas turbine engine coupled to a turbine starter/generator unit having therein an electrical machine capable of being selected to be alternatively a motor and an electrical power generator and having a coupling shaft extending therefrom to be engaged with the air compressor in the gas turbine engine and further having an interconnection conductor for electrical energization. An internal combustion engine provided as an intermittent combustion engine in the aircraft has an air intake coupled through an air transfer duct connected to the air compressor to allow the transfer of compressed air thereto, and has in connection therewith a supply starter/generator unit with a coupling shaft extending therefrom to be engaged with the intermittent combustion engine power shaft.

Abstract: An electric power generation system 10 with a combustion turbine 12 as a prime mover for a main generator 16 is provided. The power generation system includes a dynamoelectric machine 30 that may be used both as the starting motor and as a generator to provide a source of excitation power that is essentially independent of a local power system and thereby not susceptible to voltage fluctuations and/or power interruptions.

Abstract: When an automobile moves in a reverse direction opposite to an expected driving direction according to the current setting of a gearshift position SP, the automobile of the invention sets an adjustment torque Ta corresponding to a measured road surface gradient ? as a required torque to converge the vehicle speed of the automobile with only a driver riding thereon in the reverse direction (that is, in a slide-down direction) to a preset level of vehicle speed (step S200). The automobile then compares the setting of the adjustment torque Ta with a creep torque Tc, which is set in a vehicle driving state within an allowable creep torque output range (step S150), and outputs the greater torque as a motor torque Tm from a motor (steps S210 and S220). This arrangement effectively regulates the vehicle speed of the automobile moving in the reverse direction opposite to the expected driving direction to the preset level of vehicle speed.

Abstract: An engine start system includes a starter starting an engine, a starter drive relay controlling the starter and an engine ECU connected to a starter switch for controlling on/off of the starter drive relay based on a predetermined start condition. The engine start system further includes a normally closed relay connected to the starter switch, the engine ECU and the starter for establishing a de-energized state between the starter switch and the starter upon energization from the engine ECU to an exciting coil and establishing an energized state between the starter switch and the starter upon de-energization of the exciting coil. The engine ECU includes a circuit energizing the exciting coil of the normally closed relay upon turn-on of the engine ECU.

Abstract: The reversible multiphase rotary machine includes a device (3) for supplying current to the windings (12-14) of the stator, which is produced in the form of a mechanical inverter (2) able to be coupled to the aforementioned shaft of the machine and connected to the windings (12-14) of the stator.

Abstract: A gas turbine generating apparatus according to the present invention comprises a gas turbine capable of a high-speed operation, a permanent-magnet-type generator driven at a high speed by the gas turbine, an inverter device (5) for converting alternating-current power generated by the generator into commercial alternating-current power, and a system-interconnection device (9) for interconnecting output of the inverter device to a commercial AC power supply system (10). The system-interconnection device controls the inverter device based on voltage of the commercial AC power supply system as a criterion such that output current of the inverter device is in phase with the voltage or out of phase with the voltage by a constant phase difference.

Abstract: A system and method to provide an improved power electronics starting system (100) in which starting torque is delivered by a salient pole synchronous machine (102), while associated power electronics (110) and (118) utilization is maximized by adjusting the Park vector of the armature (102A) phase current to remain in-phase with the Park vector of the armature (102A) terminal voltage, regardless of the level of saturation of the pole synchronous machine (102).

Abstract: In a gas turbine system having first power converter converting power system N AC voltage to DC voltage, second power converter converting the DC voltage into AC voltage, generator connected to second power converter's AC output and rotated by turbine and turbine controller outputting a revolution speed command value omg* according to a fuel flow rate of the turbine, a detector for detects a revolution speed omg of the generator, another detector detects Vdc of the first converter, a speed regulator generats a DC voltage command value according to a difference between omg and omg*, a switchover unit selects either a preset DC voltage command value Vref or the DC voltage command value according to the revolution speed omg and a voltage regulator and a controller control first power converter conversion output according to a control signal for making Vdc coincide with Vdc*.

Abstract: The invention discloses an actuator (1) that can be used as a clutch actuator/starter, as a clutch actuator/generator, or as a clutch actuator/starter/generator. Consequently, an actuator that is embodied as an auxiliary unit can perform several functions for the motor (12), thus permitting the number of parts, the amount of space required, and the weight of the motor to be reduced.

Abstract: The invention concerns a friction clutch comprising a flywheel (3) with a front end designed to be fixed to a motor vehicle crankshaft (11) and a rear end in the form of a reaction plate (4) with a central recess (39) externally defined by a friction surface and a friction disc coupled with a central hub designed to be interlocked in rotation with the input shaft of a movement gear box comprising a clutch housing, the flywheel (13) bearing between its front and rear ends the rotor (6) of a rotating electric machine (2) comprising a fixed stator borne internally by a strut designed to be interlocked with at least one of the vehicle engine-clutch housing (14) block (62). The invention is applicable to a motor vehicle.

Abstract: A device for attachment of electrical equipment, such as an alternator/starter motor, in the clutch housing of an automobile. The assembly includes a stator, a rotor, and a support hub of the rotor mounted on a bearing in an independent housing integral with the clutch housing.

Abstract: A method and apparatus for controlling a permanent magnet synchronous motor (8) coupled to a turbo engine such that transient current and steady state current are minimized. The method comprises the steps of, for a given DC bus voltage, determining an acceleration profile as a function of a voltage-offset value, a low-speed rated speed value, a high-speed rated speed value, a first desired speed for warming up the turbo engine, and a second desired speed where the turbo engine has sufficient torque to accelerate to its rated speed without the aid of the permanent magnet synchronous motor (8).

Abstract: A multi-injector combustion system in which a brake resistor is utilized to provide a minimum load for the combustor system during idle or low power operation of the permanent magnet turbogenerator/motor and also to absorb power during transients to prevent flame out of the combustor. In addition, during single injector operation, a relighting method and system are provided to relight the combustor and prevent the necessity of a complete shutdown of the system. The method and system includes switching between the multiple injectors to find the most stable injector in single injector operation.

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: The engine unit for a vehicle comprises a thermal engine (1) and a coaxial relatively flat electric motor (2) which can operate up to, at least, the maximum operating speed of said thermal engine. Said electric motor is constructed and arranged to provide at rest and at low rotational speeds a maximum torque higher than the resisting torque of the thermal engine at rest, and than about one third of the maximum torque of the thermal engine, in order to perform safely the starter function down to the lowest forecast temperature. Said electric motor is constructed and arranged to provide a maximum volumic torque of active parts of at least about 10 Nm/dm.sup.3. The controls associated with said electric motor are capable of providing the power corresponding to the maximum torque.

Abstract: A turbogenerator/motor control system having a plurality of proportional integral control loops including a fuel command control loop and a current command control loop. The exhaust gas temperature of the gas turbine of the turbogenerator/motor is maintained at a constant value with stability is achieved by varying the sampling times of the different proportional integral controls within the control loops.

Abstract: In a one way clutch of a starter having an outer member, inner member and rollers, a planet carrier is formed integrally with the outer member and through holes are formed avoiding cam chambers for rollers so as not to interfere with cam chambers formed in the inner circumferential surface of outer member. At one end portion of outer member, limiting portion for limiting the axial shifting of rollers is integrally formed, and at the other end surface, a limiting plate for limiting the axial shifting of rollers is provided and press-fitted into pins. The limiting portion may be replaced by another limiting plate. Through holes for the through holes are formed at locations where the outer member is radially thick, e.g., between circumferentially adjacent two of the cam chambers.

Abstract: A torque converter disposed between a motor/generator and an internal combustion engine during the engine starting procedure and between the motor/generator and a multi-speed transmission as well as between the engine and a multi-speed transmission during vehicle travel. A pair of selectively engageable clutches and a one-way device are incorporated to accomplish the engine start power path, the normal torque converter power path and a converter bypass power path.

Abstract: The object of the invention is to provide an electric power plant and a control apparatus therefor which can obtain an emergency power supply reliably through use of the turbine starter. Another generator different from the main generator coupled to the rotor shaft of the turbine is provided to the input side of the starter via a motor, and a control apparatus is provided for electrically connecting the starter and the generators responsive to a bus voltage from the in-house power supply unit which supplies electricity to a plurality of auxiliary equipment operating in the electric power plant. Thereby, an emergency power supply can be obtained reliably by the simple configuration of the invention without installing emergency power generation facilities such as a diesel engine, gas turbine or the like. In addition, an LCI device which has been utilized only at the time of turbine start up can be utilized advantageously also at the time of emergency when the in-house power supply is lost.

Abstract: The invention relates to a turbine generator set comprising a turbine and a generator coupled to each other without a step-down gear box, and a static frequency converter connected in series between said generator and an AC electricity grid having a given operating frequency, said static frequency converter operating while the turbine generator set is generating electricity to convert the frequency of the voltage and of the current delivered by the generator into the given operating frequency of the AC electricity grid. According to the invention, while the turbine generator set is being started, said static frequency converter powers the generator which operates as a motor so as to ignite the combustion chambers of the turbine, by taking power from the AC electricity grid.

Abstract: An electrical power plant has a rotator means (1) that rotates one or more alternators (6, 8) to generate electrical current that is transmitted to one or more electrical storage bakeries (12, 13) from which electrical current is transmitted to an electrical motor (2) that is a rotational-power component of the rotator means. Electrical current can be transmitted from the one-or-more storage batteries to electrical items such as a vehicle motor (32, 34), electrical appliances, electric lights and electrical communication devices. The rotator means can include a prime mover (10) that can be used for particular applications such as a vehicle (30) engine in addition to rotation of one or more of the alternators.

Abstract: A starting system for an internal combustion engine wherein an output shaft of a reduction device of an automatic starter is arranged into and passing through an axial bore formed in a boss portion supporting a recoil drum of a recoil-type manual starter, and a second connecting member of a clutch device is arranged on the output shaft in such a manner that the second connecting member can be shifted axially to engage or disengage with respect to a first connecting member of the clutch device.

Abstract: A starter dynamo comprises a d.c. motor having a hollow armature rotary shaft, a rotary output shaft passing through the hollow armature rotary shaft and connected to the armature rotary shaft through a one-way clutch, a transmission mechanism provided at one end of the rotary output shaft to keep connection of the rotary output shaft to a crank shaft of an engine for revolution, and a generator provided with a flywheel magnet disposed at the other end of the rotary output shaft.