203 results about "Motor–generator" patented technology

A hybrid-electric aircraft propulsion system includes a gas turbine engine and an electrical assembly. The gas turbine engine includes a first rotational assembly. The first rotational assembly is rotatable about a rotational axis of the gas turbine engine. The first rotational assembly includes a first shaft, a bladed first compressor rotor, and a bladed first turbine rotor. The first shaft interconnects the bladed first compressor rotor and the bladed first turbine rotor. The electrical assembly includes a first motor-generator, a first motor control unit, a motor-generator (MG) cooling system, and a motor control unit (MCU) cooling system. The first motor-generator is coupled to the first shaft. The first motor control unit is electrically connected to the first motor-generator. The MG cooling system is connected in fluid communication with the first motor-generator. The MCU cooling system is connected in fluid communication with the first motor control unit. The MCU cooling system is independent of the MG cooling system.

An environmental control system of an aircraft, having: a cooling circuit including: a sealed housing; a turbo-compressor sealed within the housing, wherein the turbo-compressor includes: a compressor fluidly coupled to the circuit; a turbine fluidly coupled to the circuit downstream of the compressor, wherein the turbine is a flash turbine; a shaft operably coupling the compressor and the turbine; and a motor generator operably coupled to the turbo-compressor and disposed within the housing.

A user may select a first drive mode or a second drive mode for a hybrid vehicle having the hybrid powertrain from a user interface. The hybrid powertrain may include: a motor-generator unit, a battery electrically connected to the motor-generator unit, an engine, a flywheel engageably connected to the engine and the motor-generator unit; and a transmission engageably connected to the flywheel and the motor-generator unit. The selected drive mode may be sent to a controller connected to the hybrid powertrain. The controller may divert energy from the flywheel based on the state of charge of the battery and the selection of either the first drive mode or the second drive mode. In the first drive mode, the controller diverts energy from the flywheel to the transmission, and in the second drive mode, the controller diverts energy from the flywheel to the motor-generator unit to charge the battery.

The system comprises a power generation system and a heat supply system, the power generation system comprises a boiler, a carbon dioxide turbine, a heat regenerator, a precooler, a compressor and a motor generator, an outlet of the boiler is connected with an inlet of the turbine, an outlet of the turbine is connected with a hot side inlet of the heat regenerator, and an outlet of the compressor is connected with a hot side inlet of the precooler. An outlet of the precooler is connected with an inlet of the compressor, an outlet of the compressor is connected with a cold-side inlet of the heat regenerator, a cold-side outlet of the heat regenerator is connected with an inlet of the boiler, and the compressor and the turbine are respectively connected with the motor generator. The heat supply requirement can be met, complete thermoelectric decoupling is achieved, and the flexibility of the supercritical carbon dioxide cycle generator set is fully exerted while stable heat supply is achieved.

A hybrid drive system (200) for a work machine (100) includes a drive system (202). The drive system (202) includes an engine (204) that generates a first energy supply. The drive system (202) also includes a generator (206) mechanically coupled with the engine (204) to drive the generator (206). The drive system (202) further includes a battery system (208) that generates a second energy supply. The drive system (202) includes a motor generator unit (210) mechanically coupled with the generator (206) to drive the generator (206). The motor generator unit (210) is driven by the battery system (208). The hybrid drive system (200) also includes a controller (216) communicably coupled with the drive system (202). The controller (216) is configured to control the drive system (202) to direct, towards one or more traction motors (110, 112) of the work machine (100), a portion of at least one of the first energy supply via the generator (206) and the second energy supply via the motor generator unit (210) and the generator (206).

A control device and a control method for a hybrid vehicle are provided. The control device is applied to a hybrid vehicle that is provided with an engine, a motor generator, and a clutch. A CPU of the control device executes first start processing in which, in a case where the engine is started in a situation in which an increase amount of a torque demand value is smaller than an increase amount determination value, combustion in the engine is started after the engine rotation speed is increased to a motor rotation speed by engaging the clutch. The CPU executes second start processing in which, in a case where the engine is started in a situation in which the increase amount of the torque demand value is equal to or greater than the increase amount determination value, combustion in the engine is started before the engine rotation speed reaches the motor rotation speed after the crankshaft of the engine starts rotating by engaging the clutch.

The application provides an oil hybrid vehicle and an oil hybrid power system of a walking engineering machine, and the system has an electrical type based on a motor generator, a hydraulic type based on a pump motor and a composite type based on a motor generator-pump motor for recovering walking braking energy, so that the braking energy can be recovered in a wide range and with high efficiency, and the braking energy recovery efficiency is improved; in a system driving condition, power is provided in multiple forms such as engine single driving, pump motor single driving, motor generator-pump motor single driving, engine-pump motor combined driving and engine-motor generator-pump motor combined driving, so that the use of the engine is reduced through multiple single driving modes, the engine can be stably operated in an economic condition for a long time through multiple combined driving modes, the fuel economy of the whole vehicle is improved, and the energy-saving and emission-reducing effect is remarkable.

To provide a control device of a working machine capable of increasing means for recovering regenerative electric power.SOLUTION: A work machine (10) includes at least one first motor generator (13,23) that performs driving and power generation, at least one driven unit (11,21) that is driven by the first motor generator, at least one second motor generator (42,52) that performs driving and power generation, and at least one work mechanism (41,51) that is driven by the second motor generator and performs work while changing a height. A control device (35) controls operations of the first motor generator and the second motor generator, and when causing the first motor generator to perform regenerative power generation by kinetic energy of the driven part, causes the second motor generator to be driven by regenerative power generated by the regenerative power generation to perform a regenerative operation of raising the work mechanism higher than a current height.SELECTED DRAWING: Figure 1

In the present invention, a vehicle control device and a vehicle can acquire a regenerative torque that accords with the total weight of the vehicle. This vehicle control device controls a vehicle equipped with a motor generator for generating a regenerative torque that contributes to deceleration of the vehicle, and comprises a total weight calculation unit that calculates a total vehicle weight including a load weight that is the weight of a load on the loading space of the vehicle, and a control unit that controls the motor generator to change the regenerative torque according to the calculated total vehicle weight.

The present application provides a power transmission apparatus for a hybrid vehicle, the power transmission apparatus for a hybrid vehicle including: an engine configured to generate power; an input connected with the engine and configured to provide two-speed power using different gear ratios; a first motor generator that is driven when power is applied; a first transmission coupled to the first motor generator, positioned parallel to the input and configured to transmit power to the input; the output end is connected with the input end; a second motor generator that is driven when power is applied; a second transmission connected with the second motor generator, positioned parallel to the output and configured to transmit power to the output; and a differential engaged with the output end and configured to provide power to wheels. According to the present disclosure, an input connected to an engine is constantly connected with a first motor generator to transmit rotational force, and optionally connected with an output to transmit rotational force.

A hydroelectric energy harvesting system includes: a hydraulic turbine including: a housing having a fluid inlet fitting and a fluid outlet fitting disposed thereon; a plurality of blades arranged circumferentially around the disc and adapted to rotate within the housing; and a gear train rotatably engaged with the disc and adapted to multiply rotation of the hydraulic turbine. A mechanical flywheel is rotatably coupled to the gear train output and is adapted to store kinetic energy. An electromagnetic clutch is coupled to the mechanical flywheel to selectively transfer rotational motion from the flywheel to a motor generator coupled to the mechanical flywheel. The system is configured for inline installation into a pressurized fluid system such that dispensing fluid from the system causes fluid to flow under pressure through the turbine and rotate the blades. The system multiplies the rotation and transmits it to the motor generator to generate electrical power for collection.

The invention provides a control method, a control device, and a storage medium for appropriately deriving a saturation temperature of a power conversion device and a loss at the time of the saturation temperature. The control device is provided with: a loss characteristic derivation unit that derives, on the basis of the operating condition of the first motor generator, a loss characteristic indicating the loss of the power conversion device at each temperature; a thermal resistance derivation unit that derives a thermal resistance of the power conversion device on the basis of a cooling condition of the cooling device; a thermal resistance characteristic deriving unit that derives a thermal resistance characteristic of the power conversion device on the basis of the loss characteristic and the thermal resistance; a saturation temperature / loss derivation unit at saturation temperature deriving the saturation temperature of the power conversion device and the loss at saturation temperature on the basis of the loss characteristic and the thermal resistance characteristic; and a vehicle control unit that controls the vehicle on the basis of the saturation temperature and the loss at the saturation temperature.

A crusher includes an internal combustion engine, a crusher unit and a drive train connecting the internal combustion engine and the crusher unit. The drive train includes a motor coupling, a crusher unit coupling and a motor generator. The motor generator includes a motor rotor and a motor stator. The motor rotor includes a motor generator shaft coupled to both an output end of the motor coupling and an input end of the crusher unit coupling in a rotationally fixed manner. The motor generator has a motor mode of operation in which the motor generator provides mechanical work for driving the crusher unit. The motor generator has a generator mode of operation in which the motor generator is driven by the internal combustion engine to generate electrical power.

To miniaturize a hybrid air conditioning system.SOLUTION: A hybrid air-conditioning system includes an engine 20, a motor generator 21, compressors 22a, 22b for circulating a refrigerant in a refrigerant circuit, an MG side power transmission mechanism 61 configured to transmit a driving force between the engine 20 and the motor generator 21, and a CP side power transmission mechanism 62 configured to transmit the driving force from the engine to the compressors 22a, 22b. The motor generator and the MG side power transmission mechanism are arranged on one side in a direction parallel to a power shaft 201 of the engine, and the compressors 22a, 22b and the CP side power transmission mechanism are arranged on one side opposite to the one side of the engine.SELECTED DRAWING: Figure 2

Provided is a vehicle power supply device that reduces the cost of a vehicle power supply device. A vehicle power supply device (10) mounted on a vehicle has: a battery pack (11) that includes a battery stack (A2) and a battery stack (B2); a motor generator (21) connected to the battery pack (11) via an inverter (20); an electrical device group (24) connected to the battery pack (11) via a converter (22); a switching switch (SW3a, SW3b) controlled to connect the battery stack (A2) and the inverter (20) to each other and to connect the battery stack (A2) and the converter (22) to each other; and a switching switch (SW4a, SW4b) controlled to connect the battery stack (B2) and the inverter (20) to each other and to connect the battery stack (B2) and the converter (22) to each other.

The present invention provides an exhaust gas purification system equipped with an electrically heated catalyst that can reduce the power consumption of the electrically heated catalyst and prevent the exhaust pipe from becoming blocked due to the freezing of the on / off valve. [Solution] When the vehicle is stopped and the engine 10 is stopped, the ECU 81 of the exhaust gas purification device 1 drives the first motor generator 11 to motorize the engine 10 when closing the first on-off valve 141 and the second on-off valve 142, to discharge the combustion gases remaining in the engine 10 and the exhaust pipe 118 and replace them with fresh air. Then, it closes the second on-off valve 142 located upstream of the electric heated catalyst 140 to raise the electric heated catalyst 140 to a first target temperature. After that, when the temperature of the electric heated catalyst 140 reaches the first target temperature, it stops the power supply to the electric heated catalyst 140 and closes the first on-off valve 141 located downstream of the electric heated catalyst 140.

Provided is a power transmission device for a hybrid vehicle including an engine configured to generate power, an input connected with the engine and configured to provide one-speed power, a first motor generator driven when power is applied, a first transmission connected with the first motor generator, positioned parallel to the input, and configured to transmit power to the input, an output engaged with the input, a second motor generator driven when power is applied, a second transmission connected with the second motor generator, positioned parallel to the output, and configured to transmit power to the output, and a differential engaged with the output and configured to provide power to wheels.

To enable the reduction of NOx in the exhaust gas flowing through the exhaust passage by a catalyst after the fuel cut-off has ended and fuel injection in the internal combustion engine has resumed. [Solution] When deceleration of the vehicle 10 is required, the control device 70 controls the internal combustion engine 40 and a plurality of motor generators 31, 32 to perform a deceleration process that causes deceleration of the vehicle 10. The deceleration process includes a first deceleration process that includes generating regenerative braking force, fuel cut, and motoring, and a second deceleration process that generates regenerative braking force so that the deceleration is smaller than when the first deceleration process is performed, while prohibiting motoring and fuel cut. The first deceleration process is selected when the charge capacity of the battery 23 is below a threshold and the NOx reduction capacity of the catalyst 48 is not low, and the second deceleration process is selected when the NOx reduction capacity of the catalyst 48 is low.

The present application aims to improve the temperature raising speed of a battery in a low temperature environment. A thermal management system for a vehicle includes a heating circuit, a refrigeration circuit, a battery oil circuit that circulates insulating oil to cool a battery, a motor oil circuit that circulates cooling oil of a motor generator, a first switching circuit that switches between thermal connection and disconnection between the heating circuit and the battery oil circuit, and a second switching circuit that switches between thermal connection and disconnection between the motor oil circuit and the battery oil circuit. When the vehicle is driven by the motor generator, the first switching circuit thermally disconnects the heating circuit from the battery oil circuit, and the second switching circuit thermally connects the motor oil circuit to the battery oil circuit. When the vehicle is stopped, the first switching circuit thermally connects the heating circuit to the battery oil circuit, and the second switching circuit thermally disconnects the motor oil circuit from the battery oil circuit.

A power system (110) includes a mechanical module (120) having an engine (122), a transmission (124), a cooling unit, and a motor-generator unit (128). The power system (110) includes a frame (150) connected to the mechanical module (120) and removably connectable to a mount (140) within a vehicle, such that the frame (150) and the mechanical module (120) are removable from the vehicle. The power system (110) includes an electrical module (130) having one or more batteries (132), a thermal management system (134), and one or more power electronics (136). The power system (110) includes a housing (156) which at least partially supports the electrical module (130). The housing (156) includes feet (158) that are releasably insertable into cleats (162) connected to the vehicle, such that the housing (156) and the electrical module (130) are separately removable from the vehicle.

The washer nozzles are defrosted using a simple configuration. [Solution] The washer nozzle defrosting device comprises an inverter connected to a battery that supplies power to a motor generator, a washer nozzle that sprays washer fluid, a vibration element provided in contact with the washer nozzle and that generates ultrasonic vibrations, wiring connecting the inverter and the vibration element, and a control circuit that controls the inverter.

To provide a rotating electric machine such as a motor or a generator which avoids a change in a magnetic flux direction adjacent to an air gap.SOLUTION: The disclosed improvements may be applied to a permanent magnet alternator, an induction motor and a generator, a doubly fed induction generator etc. Adaptation of coils to and fixation within required slot geometries are disclosed. Excitation systems collocated within a primary stator core and a primary stator core are also disclosed. Use of rubber vulcanized to the rotor in conjunction with a stainless steel rotor sleeve is also disclosed.SELECTED DRAWING: Figure 4a

To provide a drive unit arrangement structure that can efficiently cool a power control device positioned above a rotating electric machine. [Solution] The drive unit 5 has an arrangement structure that includes a motor generator, an inverter 6 provided above the motor generator and controlling the power supplied to the motor generator, and a drive case 8 housing the motor generator and the inverter 6, and is positioned below the floor panel of the vehicle 1, and a cross member 3 positioned in front of the drive unit 5 and extending in the vehicle width direction, and the drive unit 5 is elastically supported by the cross member 3 by a front mounting device 10. The drive unit 5 is positioned in a forward-tilted state such that the upper front end 8a of the drive case 8 is located below the lower surface of the cross member 3, and the upper rear end 8b of the drive case 8 is located above the lower surface 3a of the cross member 3.

The application provides an electro-hydraulic composite recycling integrated hoist system, comprising: an assembly controller, a transmission assembly, a first electric drive assembly, a second electric drive assembly, a hydraulic drive assembly, a sensing assembly, an electric control handle, and a load arranged on the hoist reducer; the system adopts an electro-hydraulic composite drive system, uses a power battery as a power source of the hoist system to meet the national energy-saving and emission-reducing development requirements, simultaneously uses a motor to drive a variable hydraulic pump or uses an accumulator to complete power input of the variable hydraulic pump motor, and power output of the variable hydraulic pump motor and power output of a motor generator are coupled to realize electro-hydraulic composite drive hoisting; the electro-hydraulic composite drive hoist system utilizes high power density output of the variable hydraulic pump motor in the hydraulic power system, utilizes high energy density of the power battery and good control characteristics of the motor generator in the electric power system, and can better control lifting movement of the hoist drive system.

A power transmission device (1) for a hybrid vehicle, comprising: an internal combustion engine (10) configured to generate power, an input device (20) connected to the internal combustion engine (10) and configured to provide three-speed power with different reduction ratios, a first motor generator (30) operated when power is applied, a first transmission (40) connected to the first motor generator (30), arranged in parallel with the input device (20) and configured to transmit power to the input device (20), an output device (50) optionally engaged with the input device (20), a second motor generator (60) operated when power is applied, a second transmission (70) connected to the second motor generator (60),which is arranged parallel to the output device (50) and which is arranged to transmit power to the output device (50), and a differential (80) which is engaged with the output device (50) and is arranged to provide power to wheels.,

The specification describes an electromagnetic propulsive motor having a rotor capable of rotation around a shaft and having a plurality of radially disposed blades including blade tip portions for compressing a working fluid. A stator having a case frame and a plurality of radially disposed vanes extending generally between the case frame and the shaft direct the working fluid. A plurality of electromagnetic elements disposed within the rotor blades proximate the tip portions thereof interact electromagnetically with a plurality of electromagnetic elements disposed in the stator case frame to drive the rotor.

A hybrid transmission includes an electric transmission and a gear transmission. The electric transmission includes a first motor generator and a second motor generator. The second motor generator is on a side of the first motor generator on which side the gear transmission is located. An output transmission to transmit the output from the second motor generator to the gear transmission is on the side of the second motor generator on which side the gear transmission is located.

In the present invention, a series hybrid vehicle includes: a power-generating motor generator (1) driven by an internal combustion engine (2); a drive motor generator (4); and a battery (5). The internal combustion engine (2) is provided with a turbocharger (11). When power generation by the internal combustion engine (2) is started due to a request to accelerate the vehicle, the ignition timing is retarded relatively further to the retarded side than a reference ignition timing in order to increase exhaust energy while the output of the battery (5) is used to perform accelerated driving for a length of time (t1 to t2) after the internal combustion engine (2) is started up. Boosting the rotational speed of the turbocharger (11) increases the output of the internal combustion engine (2) after the time (t2), yielding better acceleration performance.

To improve energy efficiency when liquefying a gas-phase working fluid and when vaporizing a liquid-phase working fluid.SOLUTION: A pressure accumulation system 100 comprises: a first pressure vessel 10 that stores a liquid and is filled with a gas-phase working fluid; a pump 20 that supplies a liquid to the first pressure vessel and through which a liquid discharged from the first pressure vessel passes; a motor generator 30 that can switch between a driving state for driving the pump 20 and a power generating state for generating power by power transmitted from the pump 20; a liquefaction facility 40 that liquefies a gas-phase working fluid introduced from the first pressure vessel 10 when the motor generator 30 operates in the driving state; a second pressure vessel 50 that stores a working fluid liquefied by the liquefaction facility 40; and a vaporization facility 60 that vaporizes a liquid-phase working fluid introduced from the second pressure vessel 50 and supplies the same to the first pressure vessel 10 when the motor generator 30 operates in the power generating state.SELECTED DRAWING: Figure 1

To control charging of a battery without applying an overload by power feed of a generator based on a state of charge of the battery. A charge control system includes an engine and a motor generator for supplying generated power to two motors of a VTOL rotor and a cruising rotor, a plurality of batteries including two batteries for storing the electrical power generated by the generator and supply the stored electrical power to each of the two motors, a switch for connecting or disconnecting each of the batteries to or from the generator, and a control section for controlling the switch based on a state of charge of each of the batteries to disconnect one battery with a larger charge amount out of the two batteries from the generator and connect the other battery with the smaller charge amount out of the two batteries to the generator.