682 results about "Starter generator" patented technology

A turbofan gas turbine propulsion engine includes a multi-speed transmission between the high pressure and low pressure turbines and associated high pressure and low pressure starter-generators. The multi-speed transmission reduces the operating speed range from the low pressure turbine to its associated starter-generator, and is configurable to allow the starter-generator associated with the low pressure turbine to supply starting torque to the engine.

PCT No. PCT / DE97 / 01663 Sec. 371 Date Sep. 22, 1998 Sec. 102(e) Date Sep. 22, 1998 PCT Filed Aug. 7, 1997 PCT Pub. No. WO98 / 20252 PCT Pub. Date May 14, 1998The starter apparatus for an internal combustion engine (2) includes a starter-generator including a device for rotating a flywheel (5) to a predetermined rotational speed and a device for rotating the crankshaft (3) of the engine to directly start the engine; at least one clutch (6, 7) for directly coupling or disengaging the flywheel (5) with the crankshaft (3) of the engine (2) so that the flywheel (5) starts the engine (2) with the rotational energy stored in the flywheel (5) by the starter-generator in an impulse starting method and a changeover device (11) for changing between the impulse starting method based on engagement of the flywheel (5) with the engine (2) and a direct starting method in which the starter-generator (4) is directly coupled to the engine, wherein the changeover device switches between the direct starting method and the impulse starting method as a function of a temperature of the engine (2) so that the impulse starting method is used at comparatively lower temperatures and the direct-starting method is used at comparatively higher temperatures. The starter apparatus also includes a device for adaptively determining the threshold for changeover between impulse starting and direct starting.

An accessory drive for an engine has a belt driven starter generator adapted for driving and being driven by the engine. In an exemplary embodiment, the drive includes a first engine drive pulley and a second starter drive pulley. A drive belt engages the drive pulleys for driving either pulley from the other. A dual belt tensioner made as a preassembled unit has a carrier with a central pivot mounted to the engine and first and second carrier arms extending radially from the central pivot. A first tensioner mounted on the first arm carries a first tensioner pulley biased against a first belt run adjacent the second drive pulley that is slack during engine starting. A second tensioner pulley carried on the second arm is biased against a second belt run adjacent the second drive pulley that is taut during engine starting A hydraulic strut connected to the second arm, and preferably included in the preassembled unit, provides moderate biasing for the second tensioner pulley during normal engine operation and velocity sensitive resistance, to increased belt forces, that limits reactive movement of the second tensioner pulley during engine starting and transient engine operation.

A belt tensioning device for a belt drive which comprises a driving machine with a driving belt pulley drivable by a driveshaft around a driving axis, and a plurality of further belt pulleys and with an infinite belt which is wrapped around the driving belt pulley and the further belt pulleys wherein the belt tensioning device comprises a housing in which two tensioning arms are supported so as to be pivotable around a common pivot axis, in which tensioning arms there are supported tensioning rollers with axes of rotation extending parallel to the driving axis, wherein the tensioning arms are supported relative to one another by spring means, wherein, with the driving belt pulley mounted at the driving machine, the housing can be mounted in that, in an annular region surrounding the driveshaft of the driving belt pulley, the housing is contact-free relative to the driving machine.

A starter-generator for an aircraft engine comprises a variable dynamoelectric machine alternatively operable as a motor or as a generator, having a rotor. A support motor is coupled to the variable dynamoelectric machine to assist the machine. A torque converter selectively couples and decouples the rotor to the engine, coupling the rotor to the engine at some point when the dynamoelectric machine is operated as a motor. The engine may be started by the dynamoelectric machine when operated as a motor through a first power train including the torque converter and may drive the dynamoelectric machine as a generator through a second power train.

A power and cooling management system configured to flexibly couple various adaptive modules to an integrated power and cooling unit to suit any aircraft platform is provided. The integrated power and cooling unit has a compressor, a power turbine, a cooling turbine and an integral starter generator mounted to the shaft of the power and cooling turbine. The integrated power and cooling unit may be pneumatically and / or pneumatically coupled to an adaptive module that comprises an additional compressor and an additional turbine or electrically coupled to a fuel cell which provides the main power after entering the full operation mode. When the engine includes an integral starter generator mounted thereto, the integral starter generator of the integrated power and cooling unit is operative to receive electric power from the engine mounted generator. Alternatively, a motor / generator may be mounted to the shaft of the additional turbine of the adaptive module.

A starter-generator for an aircraft engine comprises a dynamoelectric machine alternatively operable as a motor or as a generator, having a rotor. A support motor is coupled to the dynamoelectric machine to assist the machine. A torque converter selectively couples and decouples the rotor to the engine, coupling the rotor to the engine at some point when dynamoelectric machine is operated as a motor. A constant speed transmission has an input adapted to be connected to the engine and an output to be connected to the rotor. The unit provides a desired speed relation between input and output. The engine may be started by the dynamoelectric machine when operated as a motor through a first power train including the torque converter and may drive the dynamoelectric machine as a generator through a second power train including the constant speed transmission.

A turbofan gas turbine propulsion engine includes a multi-speed transmission between the high pressure and low pressure turbines and associated high pressure and low pressure starter-generators. The multi-speed transmission reduces the operating speed range from the low pressure turbine to its associated starter-generator, and is configurable to allow the starter-generator associated with the low pressure turbine to supply starting torque to the engine.

An accessory drive for an engine has a belt driven starter generator adapted for driving and being driven by the engine. In an exemplary embodiment, the drive includes a first engine drive pulley and a second starter drive pulley. A drive belt engages the drive pulleys for driving either pulley from the other. A dual belt tensioner made as a preassembled unit has a carrier with a central pivot mounted to the engine and first and second carrier arms extending radially from the central pivot. A first tensioner mounted on the first arm carries a first tensioner pulley biased against a first belt run adjacent the second drive pulley that is slack during engine starting. A second tensioner pulley carried on the second arm is biased against a second belt run adjacent the second drive pulley that is taut during engine starting A hydraulic strut connected to the second arm, and preferably included in the preassembled unit, provides moderate biasing for the second tensioner pulley during normal engine operation and velocity sensitive resistance, to increased belt forces, that limits reactive movement of the second tensioner pulley during engine starting and transient engine operation.

A bidirectional buck-boost power converter 13 including a pair of inverter modules 14, 15 disposed at an output of a machine, and an inductor Lo connected between the pair of inverter modules 14, 15. A method for controlling a voltage output of a machine starter generator having an inverter rectifier and bidirectional buck-boost converter, includes outputting a dc voltage controlled by bidirectional buck-boost pulse width modulation (PWM) switching control, when the starter generator is in a generator mode.

The invention discloses a power system of a mixed power automobile and a control method thereof. The power system comprises a rear electric motor drive system, an integrated type starting generator drive system, a power supply system and a control system; the rear electric motor drive system comprises a rear electric motor, a speed reducer, a differential and a rear electric motor controller and separately drives rear wheels; the integrated starting generator drive system comprises an engine, a front electric motor, a gear box, a front differential and a front electric motor controller; as the nose cabin power assembly, the power system can work under the integrated starting generator drive mode, the pure electric drive mode, the regenerative braking mode or the four-wheel drive mode. The invention omits the middle drive device in a traditional four-wheel drive vehicle, has higher drive flexibility, can reduce the automobile weight, not only can meet the requirements of a SUV vehicle for the complete-vehicle power performance, trafficability characteristic and the like, but also can achieve the purposes of energy saving and emission reduction.

A starter-generator (ISG) is mechanically connected to an internal combustion engine (BKM), comprises a bi-directional AC / DC converter (1), and can be connected to an accumulator (B1) by means of a first switch (S1), and connected to a double layer capacitor (DLC) by means of a second switch (S2). The accumulator (B1) is either connected to the double layer capacitor (DLC) by means of a control circuit (PWM), or the accumulator (B1) and the double layer capacitor (DLC) are connected to a bidirectional DC / DC converter (3) and to a second accumulator (B2) by means of a third switch (S3) and a fourth switch (S4).

The invention discloses a twin-motor two-planet-row and single clutch driving device of a hybrid vehicle in the technical field of machinery. The device is provided with a front planet row and a back planet row; the front planet row is provided with a front planet row planet wheel and a front planet row sun gear; the back planet row is provided with a back planet row planet wheel and a back planet row sun gear; the front planet row and the back planet row share a gear ring. The output shaft of an engine is connected with the input end of an integrated starter generator; the output end of the integrated starter generator is connected with the driving disk of the clutch; the driven disk of the clutch is connected with the planet wheel of the front planet row through a planet carrier; the sun gear of the front planet row is connected with a drive motor; the planet carrier of the planet wheel of the back planet row is arranged fixedly on a car frame; the sun gear of the back planet row is also connected with the drive motor; the outside gear of the gear ring is normally engaged with a power take-off gear. The twin-motor two-planet-row and single clutch driving device of the hybrid vehicle has the advantages of compact structure, large transmission ratio, large load support capability, stable driving, and high transmission efficiency, thereby realizing power dividing and infinite variable speed at the same time.

A starter-generator includes redundant motor / generator sets disposed within a common housing. Each motor / generator set is electrically and mechanically independent of one another, with the exception of a common input / output gear. The starter-generator is configured such that if one of the motor / generator sets experiences a predetermined torsional load, it will decouple from the input / output gear, allowing the other motor / generator set to continue operation uninterrupted.

The composite rotating fixed-wing aircraft consists of the coaxial counter-paddle, reverse gear, engine output shaft, engine with a starter-generator, wings, tail blades, landing device, culvert, steering gear, fairing, fuselage, motor, motor drive shaft, wing control unit of small angle of attack, aileron rudder surface, and tailplane rudder surface. Co-axial counter-blade is located in the upper part of the aircraft, which connects with the engine output shaft; the reverse gear is installed between the co-axial counter-propellers; the motor connects with motor drive shaft powered by the starter-generator of the engine; the wings are located on both sides of aircraft and connect with the fuselage; the tail blades are located at the aircraft tail, which are installed behinde motor drive shaft; the landing device is located under the lower part of the fuselage and fixed with it; the culvert connects with the landing device; the fairing is installed in the culvert and connects with the steering gear; the wing control unit of small angle of attack is installed on the wing. The aircraft design method has six steps with strict scientific idea; this invention has a wide range of practical value and application prospect.

A switching control unit for the controlling the transfer of electrical power in a vehicle from at least one of a starter generator and a supercapacitor bank to / from at least one of a service battery and a plurality of electrical devices is provided. A switching device selectively connects / disconnects the at least one of the starter generator and the supercapacitor bank to / from the at least one of the service battery and the plurality of electrical devices. A switch controller is adapted to measure a voltage across the supercapacitor bank to generate a bank voltage signal, to measure a voltage across the service battery to generate a service voltage signal, and to control the switching device to connect / disconnect the at least one of the starter generator and the supercapacitor bank to / from the at least one of the service battery and the plurality of electrical devices in response to the voltage signals.

An engine starting device including: a battery capacity monitoring portion that estimates a remaining capacity of a battery; a start time starter driving portion that supplies a driving current from the battery to a starter generator for causing cranking of the engine when a start mode of the engine is a normal start mode; and a display portion that displays that the cranking for starting the engine is to be performed by a manual starter when the estimated remaining capacity of the battery is insufficient, wherein the driving of the starter generator is prohibited and the start mode of the engine is switched to the manual start mode when the estimated remaining capacity of the battery is insufficient.

The micro-hybrid vehicle powertrain of the invention includes a geared transmission, an engine and a starter-generator mechanically coupled to the engine to start the engine as the transmission is shifted into gear. The engine is stopped when a vehicle brake is applied.

The invention discloses a series-parallel hybrid power automobile powertrain system and a power distribution control method of the series-parallel hybrid power automobile powertrain system. The powertrain system comprises an engine, an automobile integrated starter generator (ISG), a planetary gear train, a driving motor, a power battery pack, an engine clutch, an ISG brake, a planetary gear train clutch and a driving motor clutch, wherein the engine clutch, the ISG brake, the planetary gear train clutch and the driving motor clutch are controlled by a vehicle control unit. The ISG is directly integrated on a sun gear of the planetary gear train and is provided with a continuously variable transmission (CVT) and a CVT brake. By the adoption of an electric driving priority control strategy, the operation point of the engine is regulated by fully utilizing the operating characteristics of the CVT, so more automobile patterns can be selected on complex and different working conditions; besides, the driving motor and the ISG are used for coordinating operation of the engine, so that the engine operates on an optimal curve most of time; since the power performance of an automobile is optimized by coupling the rotating speed and torque, the running efficiency of the engine and the fuel economy of the whole automobile are improved remarkably, emission is reduced, and remarkable energy conservation and emission reduction effects are achieved.

An auxiliary power unit (APU) includes a compressor, a turbine, a combustor, and a starter-generator unit all integrated within a single containment housing. The turbine has an output shaft on which the compressor is mounted, and the starter-generator unit is coupled to the turbine output shaft without any intervening gears. The rotating components are all rotationally supported within the containment housing using bearings that do not receive a flow of lubricating fluid.

The invention discloses a starting power generation system for an electric automobile, which comprises a double salient pole starting power generator, a starting power generation controller and controller working power; the starting power generation controller comprises a bidirectional power conversion circuit, an exciting current detection unit, an output current detection unit, an output voltage detection unit, a position rotation speed detection unit, an armature current detection unit, an exciting main circuit and a digital signal processor, wherein the exciting main circuit includes an exciting relay, a rectification filter unit and a chopper circuit which are connected in series in turn; and the digital signal processor is connected with the exciting current detection unit, the output current detection unit, the output voltage detection unit, the armature current detection unit, the position rotation speed detection unit, and the control ends of the bidirectional power conversion circuit, the exciting relay and the rectification filter unit by signals respectively. The invention also discloses an electric automobile and a control method thereof. Compared with the prior art, the starting power generation system is simple in structure, low in cost and flexible to control.

A power supply apparatus has a lead storage battery and an electric double-layer capacitor which are connected in parallel to each other, and a starter generator for being supplied with electric power discharged from the storage battery and the electric double-layer capacitor and for operating as an electric generator after an engine is started. Electric power generated by the starter generator is supplied to charge the storage battery and the electric double-layer capacitor. An IPU as a connection switching device is connected between the storage battery and the electric double-layer capacitor, and the starter generator. A line length between the electric double-layer capacitor and the starter generator is shorter than a line length between the lead storage battery and the starter generator.

A belt tensioning device for a belt drive which comprises a driving machine with a driving belt pulley drivable by a driveshaft around a driving axis, and a plurality of further belt pulleys and with an infinite belt which is wrapped around the driving belt pulley and the further belt pulleys wherein the belt tensioning device comprises a housing in which two tensioning arms are supported so as to be pivotable around a common pivot axis, in which tensioning arms there are supported tensioning rollers with axes of rotation extending parallel to the driving axis, wherein the tensioning arms are supported relative to one another by spring means, wherein, with the driving belt pulley mounted at the driving machine, the housing can be mounted in that, in an annular region surrounding the driveshaft of the driving belt pulley, the housing is contact-free relative to the driving machine.

The present invention provides a torque control method for an HEV, the method comprising: detecting an operation failure of an integrated starter-generator (ISG); calculating a driver demand torque based on a current accelerator position sensor (APS); controlling the hydraulic pressure and operation of a clutch so as to increase an engine speed to convert the driving mode of the vehicle from electric vehicle (EV) mode to hybrid electric vehicle (HEV) mode in the event that an operation failure of the ISG is detected and the driver demand torque is out of a predetermined range; and compensating the driver demand torque to a desired level based on a transfer torque from the clutch to a motor. The method can improve driving performance and power performance of HEV, in the event of ISG failure, by performing a hydraulic control for a clutch and calculating a driver request torque and a transfer torque from the clutch to a motor to compensate the drive request torque to a desired level.

An aircraft electrical network including a first starter generator mechanically coupled to a first shaft of an aircraft main engine. The first starter generator is configured to turn the first shaft of the main engine in a starting mode, and to generate electricity from the first shaft of the gas turbine engine in a generating mode. The network further includes a DC electrical bus electrical coupled to one or more electrical loads and an AC electrical bus electrically coupled to the first starter generator. The DC electrical bus is electrically coupled to the AC electrical bus via a bi-directional AC / DC converter, which is configured to provide AC electrical power from the DC electrical bus to power the first starter generator when the first starter generator is in a starting mode, and DC electrical power to the DC electrical bus when the first starter generator is in a generating mode.

A power and cooling management system configured to flexibly couple various adaptive modules to an integrated power and cooling unit to suit any aircraft platform is provided. The integrated power and cooling unit has a compressor(s), power turbine(s), cooling turbine(s) and integral starter generator(s) mounted to the shaft of the power and cooling turbine. The integrated power and cooling unit may be pneumatically and / or pneumatically coupled to an adaptive module that comprises an additional compressor and an additional turbine or electrically coupled to a fuel cell which provides the main power after entering the full operation mode. When the engine includes an integral starter generator mounted thereto, the integral starter generator of the integrated power and cooling unit is operative to receive electric power from the engine mounted generator. Alternatively, a motor / generator may be mounted to the shaft of the additional turbine of the adaptive module.

A switching control unit for the controlling the transfer of electrical power in a vehicle from at least one of a starter generator and a supercapacitor bank to / from at least one of a service battery and a plurality of electrical devices is provided. A switching device selectively connects / disconnects the at least one of the starter generator and the supercapacitor bank to / from the at least one of the service battery and the plurality of electrical devices. A switch controller is adapted to measure a voltage across the supercapacitor bank to generate a bank voltage signal, to measure a voltage across the service battery to generate a service voltage signal, and to control the switching device to connect / disconnect the at least one of the starter generator and the supercapacitor bank to / from the at least one of the service battery and the plurality of electrical devices in response to the voltage signals.

A bidirectional buck-boost power converter 13 including a pair of inverter modules 14, 15 disposed at an output of a machine, and an inductor Lo connected between the pair of inverter modules 14, 15. A method for controlling a voltage output of a machine starter generator having an inverter rectifier and bidirectional buck-boost converter, includes outputting a dc voltage controlled by bidirectional buck-boost pulse width modulation (PWM) switching control, when the starter generator is in a generator mode.

An apparatus and method is provided to start gas turbine engines at cold start. A gearbox is not mechanically coupled to any accessory or to the starter-generator. Rather, a controller is used to route power to a starter-generator to rotate the turbine mainshaft to start the gas turbine engine. The controller prevents power to an accessory drive motor, until the starter-generator creates a positive torque. When a positive torque is reached, excess power is routed to the accessory drive motor, typically a brushless direct current motor.

The invention relates to an electronic all-wheel-drive system for a motor vehicle and a control method therefor. The electronic all-wheel-drive system comprises a whole vehicle system, a power control system and an ESP (Electronic Stability Program) module, wherein, the ESP module is connected with the whole vehicle system and the power control system through a whole vehicle CAN (Controller Area Network) bus in a controlling manner; the power control system comprises an engine management system (EMS), a battery management system (BMS), a rear-guard motor controller (TM), A motor control unit (MCU) and a transmission case control unit (TCU); the power control system is used for interacting with the whole vehicle system, acquiring the state information of the whole vehicle system, outputting control commands after judging and processing, and controlling the whole vehicle system to operate; the whole vehicle system comprises a rear-guard motor, a high-tension battery, an ISG (Integrated Starter Generator), an engine and a transmission case.