Abstract: A transformer arrangement comprising a transformer having a primary side for receiving input voltage and current from a source and a secondary side for providing output voltage and current to a load. The transformer arrangement further comprises an AC-AC PE converter connected to a thyristor used for bypassing the AC-AC PE converter in case of a short-circuit fault in a terminal of the primary side and/or the secondary side. The transformer arrangement further comprises a thyristor-based AC-AC PE converter connected to a thyristor-tapped winding. The AC-AC PE converter is connected with the thyristor-tapped winding via the thyristor-based AC-AC PE converter. The thyristor-based AC-AC PE converter is connected to an impedance to protect the thyristor-tapped winding from short-circuit faults of the thyristor-based AC-AC PE converter.

Abstract: A server includes a processor to supply a torque command to an amplifier that controls a motor that drives a linkage; include, in the torque command, an alternating signal wave that is to test a frequency response of the motor and the linkage; receive, from the amplifier, an instantaneous torque value of the motor and an instantaneous mechanical parameter value of the linkage at each time step according to a sampling rate and over a period of time; store an aggregate of both these values; determine, for a first frequency of the alternating signal wave, a magnitude and phase shift between the aggregate of the instantaneous mechanical parameter values and the aggregate of the instantaneous torque values; and generate, using an aggregate of magnitude and phase shift data for multiple frequencies of the alternating signal wave, a fingerprint to be used in performing diagnostics of motor and linkage.

Abstract: A starter assembly for a gas turbine engine according to an example of the present disclosure includes, among other things, a fluid-actuated starter coupled to a spool, and a controller operable to cause a reduction in torque output of the starter in response to determining that a first predefined threshold is met. The first predefined threshold relates to an engine operational condition. A method for starting a gas turbine engine is also disclosed.

Abstract: A signal converter 100 includes, for at least two-phase signals detected by a resolver excited by a carrier signal having a carrier frequency fc, a first phase shifter 101 that shifts a phase of a first phase signal of the resolver with a pole at a frequency f1 lower than the carrier frequency fc, a second phase shifter 102 that shifts a phase of a second phase signal of the resolver with a pole at a frequency f2 higher than the carrier frequency fc, and a synthesizer 103 that combines the phase-shifted first phase signal with the phase-shifted second phase signal.

Abstract: A signal converter 100 includes, for at least two-phase signals detected by a resolver excited by a carrier signal having a carrier frequency fc, a first phase shifter 101 that shifts a phase of a first phase signal of the resolver with a pole at a frequency f1 lower than the carrier frequency fc, a second phase shifter 102 that shifts a phase of a second phase signal of the resolver with a pole at a frequency f2 higher than the carrier frequency fc, and a synthesizer 103 that combines the phase-shifted first phase signal with the phase-shifted second phase signal.

Abstract: A signal converter 100 includes, for at least two-phase signals detected by a resolver excited by a carrier signal having a carrier frequency fc, a first phase shifter 101 that shifts a phase of a first phase signal of the resolver with a pole at a frequency f1 lower than the carrier frequency fc, a second phase shifter 102 that shifts a phase of a second phase signal of the resolver with a pole at a frequency f2 higher than the carrier frequency fc, and a synthesizer 103 that combines the phase-shifted first phase signal with the phase-shifted second phase signal.

Abstract: A signal converter 100 includes, for at least two-phase signals detected by a resolver excited by a carrier signal having a carrier frequency fc, a first phase shifter 101 that shifts a phase of a first phase signal of the resolver with a pole at a frequency f1 lower than the carrier frequency fc, a second phase shifter 102 that shifts a phase of a second phase signal of the resolver with a pole at a frequency f2 higher than the carrier frequency fc, and a synthesizer 103 that combines the phase-shifted first phase signal with the phase-shifted second phase signal.

Abstract: Provided are a power converter for a vehicle generator-motor and a method for controlling a vehicle generator-motor, which is used for a field winding type vehicle generator-motor configured to perform control in accordance with an external operating command in which a power converter is connected to a rotating electrical machine including a field winding and an armature winding. When the generator-motor shifts from a driving state to another operating mode, a method of stopping a driving mode is switched in accordance with an operating mode to be shifted, to thereby shift the operating mode promptly without generating an unintended power generation, an excess power generation, and an excess torque fluctuation.

Abstract: A field winding rotating electrical machine includes a field current detection section, a field current control section configured to calculate a duty ratio of a current supplied to the field winding based on a field current detection value, to thereby control current supply to the field winding by using a switching element, and a field current correction section configured to estimate a time point when the field current becomes 0 A based on a control state of the field current, to specify the field current detection value at the estimated time point to be a field current correction value, and to subtract the field current correction value from the field current detection value, to thereby calculate the corrected field current value. The field current control section controls the current supply based on the corrected field current value calculated by the field current correction section.

Abstract: A control apparatus for an electric power steering apparatus, including a section that calculates a dead time characteristic value; a section that determines a steering status; a gain section that varies a gain of the dead time characteristic value in accordance with a determination of the steering status; a section that switches polarity determining methods in accordance with the determination of the steering status and determines a polarity on the basis of a detected current of a motor, a current command value or a model current; a temperature sensor that detects a temperature of an inverter; a calculating section that calculates a dead time temperature correction value corresponding to the temperature; and a processing section that calculates and processes the dead time temperature correction value with respect to a dead time compensation value with polarity based on an output of the gain section and outputs a dead time compensation value.

Abstract: A system and method for efficiently regulating the fuel consumption of a variable speed combustion engine used to control loads such as a hoist motor in a mobile gantry crane based on load motor speed commands issued by a crane operator. The system and method can rely on a programmable logic controller to issue engine fuel commands to regulate engine speed based on interpolations derived from data representing the relationship between load motor voltage and engine speed and data representing the relationship between engine speed and engine power capacity. The method may also be used in modified form by combustion engines which need digital fixed speed commands.

Abstract: To provide an upper limit of a generated voltage or generated torque, to thereby prevent the occurrence of an overvoltage or excessive torque during power generation, a control selection section (308) chooses and outputs a minimum value between a control output of a generated voltage control section (306) for controlling a field current so that a B-terminal voltage of a polyphase AC generator-motor coincides with a generated voltage command and a control output of a generated torque control section (307) for controlling, based on the B-terminal voltage and a rotation speed, the field current so that generated torque of the polyphase AC generator-motor coincides with a generated torque command.

Abstract: A hybrid drive apparatus includes: a drive power source that includes an internal combustion engine, a first electric motor, and a second electric motor; a power transmission mechanism that includes a carrier, a sun gear, and a ring gear, and that is configured to rotate the output shaft of the internal combustion engine by the first electric motor; and plural bearings that each includes an outer ring member and an inner ring member fitted to the outer ring member through a rolling element, and that are provided apart from each other in an axial direction of the output shaft with the carrier being positioned between the bearings. An inner periphery of the outer ring member is positioned more inward in a radial direction of the ring gear relative to a meshing portion between inner teeth of the ring gear and outer teeth of one of the pinion gears.

Abstract: A cooling system for a retarding system of an electric drive machine (100) includes a direct current (DC) link having first and second rails. A first resistor grid (214) is selectively placed in circuit between the rails by an automatic switch (216) in response to a switch (216) signal. A second resistor grid (218) is selectively placed in circuit between the rails by a chopper circuit (220) connected in series with the second resistor grid (218). The chopper modulates a current passing therethrough based on a duty cycle. A motor (336) is in parallel electrical connection across a portion of the first resistor grid (214) and operates in response to a motor (336) signal. An electronic controller (400) calculates a net energy during operation and adjusts the switch (216) signal, the duty cycle, and the motor (336) signal to close the automatic electrical switch (216) and operate the motor (336) when the net energy exceeds a threshold value.

Abstract: An object of the present invention is to suppress reverse of a vehicle on an up-hill road against an intention of a driver. A drive device for a vehicle according to the present invention includes: an estimator for estimating whether or not reverse of the vehicle occurs on an up-hill road; a rotating electric machine for generating electric power by rotation of a drive wheel in the vehicle when the vehicle reverses; a capacitor for electrically charging the electric power generated by the rotating electric machine; and a battery connected in parallel to the capacitor, wherein the estimator estimates that the reverse of the vehicle occurs when a current traveling road is an up-hill road and a vehicular speed is smaller than a threshold whereas the electric power of the capacitor is electrically discharged to the battery when the reverse of the vehicle is estimated and the amount of electric energy of the capacitor is greater than a certain threshold.

Abstract: A method of operating a power system is provided. The method may include running one or more of a plurality of generator units that each include a power source, a first electric generator, and a second electric generator. Additionally, the method may include supplying electricity from one or more of the first electric generators of the one or more running generator units to a first set of one or more electric power loads. The method may also include supplying electricity from one or more of the second electric generators of the one or more running generator units to a second set of one or more electric power loads.

Abstract: A method of operating a power system is provided, the power system having power-system controls. The method may include automatically setting a priority ranking for a plurality of generator units of the power system with the power-system controls based at least in part on an operating parameter of each generator unit indicative of a quantity of work done by the generator unit. The method may also include automatically controlling which of the generator units run with the power-system controls based at least in part on the priority ranking of the generator units.

Abstract: A method of voltage supply management for an electric drive system includes receiving a voltage signal (1002) indicative of a voltage in a supply link, and one or more condition signals that are indicative of an operating condition of the electric drive system. A difference between a desired voltage value (1008), which is calculated based on the voltage signal (1002) and the one or more condition signals, and the voltage signal (1002) yields a voltage error signal (1014). The voltage error signal (1014) is evaluated to indicate an over-voltage condition or an under-voltage condition. Power is dissipated from the supply link when an over-voltage condition is present and a torque command limit with respect to the one or more electric drive motors (210) is imposed when an under-voltage condition is present.

Abstract: A motor control device is disclosed that reduces the shock caused by torque increase during switching output of a motor's power generator from PWM wave voltage driving to square-wave voltage driving. Switching of PWM wave voltage driving and square-wave voltage driving is determined based on rotation speed of the motor and a torque instruction value. When switching from PWM wave voltage driving to square-wave voltage driving occurs, the voltage output of the power generator is reduced. When generated voltage V drops below a specified threshold voltage, PWM wave voltage driving is switched to square-wave driving.

Abstract: A method of operating a power system is provided. The method may include running one or more of a plurality of generator units that each include a power source, a first electric generator, and a second electric generator. Additionally, the method may include supplying electricity from one or more of the first electric generators of the one or more running generator units to a first set of one or more electric power loads. The method may also include supplying electricity from one or more of the second electric generators of the one or more running generator units to a second set of one or more electric power loads.

Abstract: To provide a four-wheel driving system capable of obtaining a rotating speed very accurately and improving motor controllability. Solution: In a four-wheel drive vehicle, front wheels 14L and 14R are driven by an engine 1, and rear wheels 15L and 15R are driven by an electric motor 5. A high-power alternator 2 is driven by the engine 1, and electric power generated from the alternator 2 drives the motor 5. In addition to controlling the power generation of the high-power alternator 2 and the driving of the motor 5, a 4WD CU 100 estimates an induced voltage E of the motor 5 from a voltage MHV of the motor and from an output current Ia of the high-power alternator, and estimates a rotating speed Nm of the motor from estimation results on the induced voltage E.

Abstract: An object of the present invention is to further improve the running performance of the vehicle. This object can be solved by providing a rollback controller 150 used for controlling the operation of an inverter 400 to control an armature current of the motor 500 in a motor control equipment 120 so that, when a rollback is detected and a rollback speed exceeds a rollback speed limit, the rollback is maintained and the rollback speed is limited by the driving force of the motor 500, with the rollback speed limit value as a target speed recognized.

Abstract: A field winding synchronous generator-motor includes: a power conversion section that is connected to an electric rotating machine and operating as a generator-motor, and that controls the electric rotating machine; a compensation amount storage section that stores a compensation capable of improving characteristics of the electric rotating machine from a reference position of a rotor; a positional compensation operation section that makes a compensation operation of positional information from a rotor position and a value of the compensation amount storage section; a conducting phase storage section that stores a conducting phase to each armature winding from the reference position; and a rectangular wave application voltage command section that commands a rectangular wave application voltage to each armature winding with respect to the power conversion section from a value of the positional compensation operation section and a value of the conducting phase storage section.

Abstract: An electric four-wheel drive vehicle includes: an internal combustion engine; a generator for outputting DC electrical power; an inverter for converting DC electrical power, output from the generator, into AC electrical power; and an AC electric motor, which is driven by the inverter, for driving rear wheels. An electric motor controller controls the inverter, the AC electric motor, and the generator, according to torque instructions from a vehicle. Furthermore, in a case that the output of the AC electric motor becomes negative, and excess electrical energy is generated, the electric motor controller controls the current applied to said AC electric motor such that the loss in said AC electric motor exceeds the negative output of said AC electric motor. This enables the AC electric motor to absorb excess electrical energy in the form of thermal loss.

Abstract: An apparatus for use with a signal generator and a motor controller includes a velocity compensator, an adjustor, and a velocity regulator. The signal generator provides a reference velocity signal, and the motor controller receives an output signal and uses the output signal to control a torque input signal applied to the motor. The velocity compensator is operable to receive the reference velocity signal, determine a derivative of the reference velocity signal, and generate a velocity compensation signal based on the derivative. The adjustor is operable to adjust the reference velocity signal as a function of the velocity compensation signal. The velocity regulator is operable to compare the adjusted reference velocity signal to a feedback velocity signal and generate the output signal received by the motor controller for adjusting the torque input signal based on the comparison.

Abstract: A stability control system for road vehicles comprising a limit handling assistance controller which uses video lane detection measurements in conjunction with vehicle dynamics information, including inertial brakes and steering measurements to control vehicle EPS and VSC systems to assist the driver stabilize the vehicle and correct for any lane offset prior to and/or during of understeer, oversteer, split-? and heavy breaking conditions, and lane changes.

Abstract: The invention makes an output sharing of an engine and an electric motor proper so as to suitably drive a load. When a throttle opening degree variation amount ?V is within a ?V1, an engine E can drive a power generator G at a rated revolution speed. A switching circuit 28 is switched in such a manner as to charge a battery 27 by a generated power. When the opening degree variation amount ?V becomes larger than the ?V1, a power assist of operating the power generator G as the electric motor is set to be standby. When the opening degree variation amount ?V is more than ?V2 (>?V1), the power assist is started. In the power assist, an angle advance amount is increased. When acceleration is insufficient, it is possible to further increase a conduction angle in stages.

Abstract: A longer life, low cost tool and tool holder enabling change of posture with respect to a spindle, having a high machining accuracy of a workpiece, and resistant to generation of vibration or heat, provided with a working tool for processing a workpiece, a motor having an output shaft to which the working tool is connected and rotating the working tool, a first holder for holding the working tool and the motor, a mount attached to the spindle, a generator to which rotational force is transmitted from the spindle through the mount and generating electric power for driving the motor, a second holder for holding the mount rotatably, holding the generator, and engaged with a nonrotating portion of the machine tool, and a posture adjustment mechanism which connects the first holder and the second holder and is able to change the posture of the working tool with respect to the spindle.

Abstract: A method for controlling the acceleration of a turbo-generator previous to self-sustaining speed.

Abstract: The output of an engine driven generator G is directly supplied to a motor 7 for travel without the intermediary of a battery. The output capacity of each of the generator G and motor 7 is determined so that the maximum output of the generator G may substantially coincide with the maximum control electric power that is supplied to the motor 7. The over-current with respect to the motor is suppressed by the output impedance of the generator G. A CPU 102 performs output control so as for the output to conform to the load according to the electric current with respect to the motor. If the electric current increases, the voltage is varied to a level thereof that conforms to that electric current for ensuring sufficient torque.

Abstract: The invention makes an output sharing of an engine and an electric motor proper so as to suitably drive a load. When a throttle opening degree variation amount &Dgr;V is within a &Dgr;V1, an engine E can drive a power generator G at a rated revolution speed. A switching circuit 28 is switched in such a manner as to charge a battery 27 by a generated power. When the opening degree variation amount &Dgr;V becomes larger than the &Dgr;V1, a power assist of operating the power generator G as the electric motor is set to be standby. When the opening degree variation amount &Dgr;V is more than &Dgr;V2 (>&Dgr;V1), the power assist is started. In the power assist, an angle advance amount is increased. When acceleration is insufficient, it is possible to further increase a conduction angle in stages.

Abstract: A control apparatus enhances charge and discharge performance of a main battery in a low temperature environment, extends the life of the main battery and improves the reliability of the whole system. The control apparatus is for a hybrid vehicle having an engine and an electric motor disposed therein. The electric motor has both driving and power-generating functions to directly connect to the engine mounted on the hybrid vehicle. The vehicle includes a main battery which supplies driving electric power to the electric motor and is charged by generated electric power from the electric motor. The vehicle includes a temperature sensor for detecting a temperature of the main battery.

Abstract: A back EMF monopole motor and method using a rotor containing magnets all of the same polarity and in a monopole condition when in momentary apposition with a magnetized pole piece of a stator having the same polarity, said stator comprised of a coil with three windings: a power-coil winding, a trigger-coil winding, and a recovery-coil winding. The back EMF energy is rectified using a high voltage bridge, which transfers the back EMF energy to a high voltage capacitor for storage in a recovery battery. The stored energy can then be discharged across the recovery battery through the means of a contact rotor switch for further storage.

Abstract: A system for transferring power between a first electrical system and a second electrical system comprises a rotary transformer (105) comprising a rotor (110) having rotor windings and a stator (112) having stator windings. The windings of at least one of the rotor and the stator are high power cables utilized to obviate employment of a transformer between the one of the rotor and the stator and one of the first electrical system and the second electrical system.

Abstract: An electrical motor having a drive function and a power generating function is directly connected to an engine mounted on a vehicle. The vehicle has a starter connected to the engine. A motor control means for controlling the drive of the motor in cooperation with driving the starter and in accordance with an operating state of the engine in starting the engine to ensure firm starting performance of the engine, to promote durability of a starter and to simplify control of a motor to thereby promote durability of the control of the motor.

Abstract: The invention relates to a method for controlling a motor vehicle having electric drive mechanism, especially a city autobus, in which one or more wheels are driven by one electric motor and which is provided with an electric brake and a control circuit, wherein when a first defined threshold value (1) of the rotational speed (n) of the electric motor is exceeded, the drive torque (m) is cut back and is reduced down to zero when the rotational speed (n) continues to increase, and that when a second defined threshold value (3) of the rotational speed (n) which is higher than the first threshold value (1) is exceeded, the electric brake is engaged and as the rotational speed increases exerts a maximum brake torque when a limit value (4) is reached.

Abstract: The invention concerns a drive system with a drive motor (1), especially the internal combustion engine of a motor vehicle, an electric machine (4), which provides additional driving action, and at least one short-duty battery (11), which furnishes at least some of the energy required during the driving action of the electric machine (4).

Abstract: To obtain a control apparatus for a Diesel-electric locomotive that harmonizes an engine power with a torque command of an induction motor, which is a load of an engine, in the Diesel-electric locomotive and avoids an overload of the engine.A cooperative controller 15 is provided, the controller 15 which receives a notch signal N, an engine speed command value n* corresponding to the notch signal N, an engine speed n, and rotating speed fr of an induction motor 17, calculates a torque command value Tp corresponding to the engine speed n from torque command values before and after the notch signal changing during response time for control of the engine speed if the notch signal N changes, and calculates the torque command value Tp corresponding to the notch signal N after a notch is changed, except the case thereof. Furthermore, the torque command value Tp is outputted to an inverter controller 20.

Abstract: A system for electrical braking and the storage for reuse of the braking energy is disclosed using alternating current (AC) rather than direct current (DC) generators coupled to the wheels of the vehicle to be braked. Upon braking, the AC generators feed the primary coil of a transformer whose secondary coil can be tapped at one of a number of different turns. Means are provided for changing the tap points so as to increase the number of turns in the secondary as the speed of the braked wheel declines. The output from the secondary is fed to a rectifier and thereafter the direct current is fed to a battery energy storage device. By increasing the turns of the secondary as the wheel speed drops, more energy can be fed and stored in the battery and the range of effective braking by the alternating current generator can be extended to lower speeds.

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

Abstract: A power output apparatus (20) of the present invention includes a clutch motor (30), an assist motor (40), and a controller (80) for controlling the clutch motor (30) and the assist motor (40). The clutch motor (30) includes an outer rotor (32) linked with a crankshaft (56) of a gasoline engine (50) and an inner rotor (34) connecting with a drive shaft (22). The assist motor (40) includes a rotor (42) connecting with the drive shaft (22). A control CPU (90) of the controller (80) controls a first driving circuit (91) to make the clutch motor (30) carry out power operation, so that the drive shaft (22) is rotated at a revolving speed higher than that of the crankshaft (56). The control CPU (90) also controls a second driving circuit (92) to make the assist motor (40) carry out regenerative operation. The electric power regenerated by the assist motor (40) is supplied to the clutch motor (30) to cover the electric power consumed by the clutch motor (30).

Abstract: A control system for a vehicular drive unit that includes an engine, a motor-generator connected to the output shaft of the engine and which acts as both a motor and a generator, a battery for storing the energy recovered by the motor-generator as electric power and for feeding electric power to drive the motor-generator, a first clutch for connecting the motor-generator and the wheels, a stop state detector for detecting the stopped state of the vehicle, and a controller for controlling the engine, the motor-generator and the first clutch. When the stopped state is detected by the stop state detector, the controller releases the first clutch, interrupts the feed of fuel to the engine, and feeds electric power to the motor-generator to drive the motor-generator to thereby hold the rotation of the engine substantially at an idling RPM.

Abstract: A power source control apparatus for parallel and series hybrid vehicles is provided. The power source control apparatus determines a required torque of a power source consisting of a generator-motor and an internal combustion engine based on a parameter indicating an operational mode of the vehicle and interrupts fuel supply to the internal combustion engine in a cycle based on the required torque of the power source so as to minimize a fuel consumption. The power source control apparatus further determines a required torque of the generator-motor based on the required torque of the power source and an output torque of the internal combustion engine to switch an operation mode of the generator-motor between a generator mode and a motor mode so as to compensate for a variation in output of the internal combustion engine during the cyclic fuel cut control.

Abstract: A drive control apparatus for an automotive vehicle having an electric motor and an engine operated by combustion of a fuel, the drive control apparatus including a drive source selecting device for selecting an engine drive mode or a motor drive mode on the basis of a first value in the engine drive mode of a physical quantity relating to a condition of the engine and a second value of the same physical quantity reflecting energy conversion efficiencies of the electric motor, an electric generator and an electric energy storage device during an electricity generating mode. The physical quantity is preferably a fuel consumption amount by the engine. The drive control apparatus may also include an engine output determining device that optimizes the efficiency of the system by determining the output of the engine so as to power the vehicle and also provide surplus power to operate the electric generator and charge the electric energy storage device.

Abstract: A speed controller for a generator having a rotor includes a speed control input port for receiving a speed command signal, a proportional gain stage electrically connected to said speed control input port for amplifying the speed command signal to create an amplified signal, a turbine speed integrator operatively connected to the speed control input port for integrating the speed control signal to create an integrated signal, an adder for adding the amplified signal and the integrated signal to create a torque signal, a speed estimator for estimating the rotational speed of the rotor of the generator whereafter the speed estimator generates a rotational speed signal and a multiplier electrically connected to the adder and the speed estimator to multiply the rotational speed signal and the torque signal to create a power signal to be output by the speed controller.

Abstract: An induction motor includes a stator defining stator inner and outer diameters extending about a longitudinal axis, the stator includes a plurality of windings extending longitudinally and circumferentially between the stator inner diameter and the stator outer diameter and passing an electric current therethrough to create a magnetic field, a rotor extending along the longitudinal axis having a rotor outer diameter less than the stator inner diameter, the rotor rotates about the longitudinal axis relative to the stator in response to the magnetic field, and a stator thermal exchanging fluid circuit extending both through and about the stator whereby the stator thermal exchanging circuit exchanges thermal energy with the stator.

Abstract: An adjusting motor is connected in series with a load and power supply to thereby adjust the voltage across the load, the speed of the motor being responsive to changes in the load voltage, and the load voltage in turn being adjusted as a result of changes in the counter electro-motive force or impedance of the motor. Further control of the voltage adjustment provided by the motor can be obtained by adding an auxiliary generator or a mechanical load to control the response of the motor to voltage changes in the load. Even further control of the voltage adjustment can be obtained by adding an adjustable power load to the auxiliary generator, and by controlling the motor or auxiliary generator based on feedback of load voltage or adjusting motor current levels to a central controller and electrical machine control device, and/or by making the controller responsive to input or set values.

Abstract: A method and system for maximizing the output of an alternator in an automotive vehicle. An alternator is provided having a first rectifier connectable to a first output of the alternator to form a first winding configuration and a second rectifier connectable to a second output of the alternator to form a second winding configuration. Based on the speed of the alternator, a controller operatively couples one of the first and second rectifiers to the first and second outputs, respectively, so as to maximize output current of the alternator. If the speed of the alternator is below a predetermined speed range, the controller couples the first output of the alternator to the first rectifier. Alternatively, if the speed of the alternator is above the predetermined speed range, the controller couples the second output of the alternator to the second rectifier.

Abstract: An electric motor drive having a first section and a second section offset with respect to the first section. A control arrangement and an evaluation arrangement are arranged in the first section, and an electric motor and a sensor arrangement are arranged in the second section. The control arrangement is connected to the electric motor via two connecting lines. A signal is transmitted from the sensor arrangement to the evaluation arrangement via a third line. The electric energy for the sensor arrangement is transmitted via at least one of the two connecting lines and via the third line, or only via the two lines. The electric motor drive according to the invention is suitable for use in actuators which may be arranged in a motor vehicle.

Abstract: A method of controllably starting a prime mover, such as a gas turbine engine for an aircraft, in which the prime mover is coupled to a synchronous machine operable in a generating mode in which the synchronous machine converts motive power generated by the prime mover into electrical power and in a starting mode in which the synchronous machine provides motive power to the prime mover to accelerate the prime mover to self-sustaining speed includes three controlled phases: a pre-ignition phase, an ignition phase, and a torque augmentation phase. During each phase the prime mover is accelerated at a predetermined rate. When the motive power provided by the synchronous machine falls below a predetermined level, its operation is converted from its starting mode to its generating mode.