WO1996030992A1 - Hybrid alternator - Google Patents

Hybrid alternator Download PDF

Info

Publication number: WO1996030992A1
Authority: WO; WIPO (PCT)
Prior art keywords: rotor; poles; alternator; voltage; permanent magnet
Prior art date: 1995-03-31

Application number

PCT/US1996/003914

Other languages

English (en)

French (fr)

Inventor

Charles D. Syverson

William P. Curtiss

Willard P. Francis

Original Assignee

Ecoair Corp.

Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)

1995-03-31

Filing date

1996-03-21

Publication date

1996-10-03

1995-03-31 Priority claimed from US08/414,350 external-priority patent/US5753989A/en

1996-03-14 Priority claimed from US08/616,106 external-priority patent/US5747909A/en

1996-03-21 Application filed by Ecoair Corp. filed Critical Ecoair Corp.

1996-03-21 Priority to EP96908889A priority Critical patent/EP0818077A4/en

1996-03-21 Priority to AU52583/96A priority patent/AU5258396A/en

1996-03-21 Priority to JP08529530A priority patent/JP2000517150A/ja

1996-10-03 Publication of WO1996030992A1 publication Critical patent/WO1996030992A1/en

Links

Classifications

- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/22—Rotating parts of the magnetic circuit
- H02K1/27—Rotor cores with permanent magnets
- H02K1/2706—Inner rotors
- H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
- H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
- H02K1/2753—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
- H02K1/278—Surface mounted magnets; Inset magnets
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K19/00—Synchronous motors or generators
- H02K19/16—Synchronous generators
- H02K19/36—Structural association of synchronous generators with auxiliary electric devices influencing the characteristic of the generator or controlling the generator, e.g. with impedances or switches
- H02K19/365—Structural association of synchronous generators with auxiliary electric devices influencing the characteristic of the generator or controlling the generator, e.g. with impedances or switches with a voltage regulator
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/06—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric generators; for synchronous capacitors
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/22—Rotating parts of the magnetic circuit
- H02K1/24—Rotor cores with salient poles ; Variable reluctance rotors
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/22—Rotating parts of the magnetic circuit
- H02K1/27—Rotor cores with permanent magnets
- H02K1/2706—Inner rotors
- H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
- H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
- H02K1/2753—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
- H02K1/276—Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM]
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/22—Rotating parts of the magnetic circuit
- H02K1/27—Rotor cores with permanent magnets
- H02K1/2706—Inner rotors
- H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
- H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
- H02K1/2753—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
- H02K1/276—Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM]
- H02K1/2766—Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM] having a flux concentration effect
- H02K1/2773—Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM] having a flux concentration effect consisting of tangentially magnetized radial magnets
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K16/00—Machines with more than one rotor or stator
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K19/00—Synchronous motors or generators
- H02K19/16—Synchronous generators
- H02K19/36—Structural association of synchronous generators with auxiliary electric devices influencing the characteristic of the generator or controlling the generator, e.g. with impedances or switches
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
- H02K21/02—Details
- H02K21/04—Windings on magnets for additional excitation ; Windings and magnets for additional excitation
- H02K21/042—Windings on magnets for additional excitation ; Windings and magnets for additional excitation with permanent magnets and field winding both rotating
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/006—Means for protecting the generator by using control
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
- H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
- H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
- H02P9/305—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices controlling voltage
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H5/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection
- H02H5/04—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection responsive to abnormal temperature
- H02H5/042—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection responsive to abnormal temperature using temperature dependent resistors
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/06—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric generators; for synchronous capacitors
- H02H7/067—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric generators; for synchronous capacitors on occurrence of a load dump
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/22—Rotating parts of the magnetic circuit
- H02K1/27—Rotor cores with permanent magnets
- H02K1/2706—Inner rotors
- H02K1/2713—Inner rotors the magnetisation axis of the magnets being axial, e.g. claw-pole type
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K19/00—Synchronous motors or generators
- H02K19/02—Synchronous motors
- H02K19/10—Synchronous motors for multi-phase current
- H02K19/103—Motors having windings on the stator and a variable reluctance soft-iron rotor without windings
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K3/00—Details of windings
- H02K3/46—Fastening of windings on the stator or rotor structure
- H02K3/50—Fastening of winding heads, equalising connectors, or connections thereto
- H02K3/51—Fastening of winding heads, equalising connectors, or connections thereto applicable to rotors only
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K9/00—Arrangements for cooling or ventilating
- H02K9/02—Arrangements for cooling or ventilating by ambient air flowing through the machine
- H02K9/04—Arrangements for cooling or ventilating by ambient air flowing through the machine having means for generating a flow of cooling medium
- H02K9/06—Arrangements for cooling or ventilating by ambient air flowing through the machine having means for generating a flow of cooling medium with fans or impellers driven by the machine shaft
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2101/00—Special adaptation of control arrangements for generators
- H02P2101/45—Special adaptation of control arrangements for generators for motor vehicles, e.g. car alternators

Definitions

This invention relates to alternators of the type that are used in vehicles to provide electrical power for running accessories and charging batteries. More particularly, this invention relates to a high-efficiency hybrid alternator in which the rotating magnetic field is provided by a rotor having permanent magnet poles and wound field poles operating in combination. The invention also relates to a temperature monitoring voltage regulator specially designed to automatically regulate bi-directional current flow in the rotor winding to control the output voltage of hybrid alternators and to permit increased alternator output whenever the alternator temperature is below a predetermined maximum operating temperature.
Hybrid alternators significantly in ⁇ ease their efficiency by using permanent magnets to produce a high level of magnetic flux immediately, while the alternator is operating at low speed.
the alternator will produce full rated alternator current and voltage output at engine idling speed when installed in an automobile or other vehicle. This can be contrasted with prior art alternators that are incapable of producing their full rated output until they are turning at speeds far above their rotational speed at idle.
the full rated output of the hybrid alternator is achieved at low speed by supplementing the magnetic flux produced by the permanent magnets.
the supplementing magnetic flux is produced by a rotor winding having a forward rotor winding current induced therein by a forward polarity voltage applied across the winding. This is referred to as the boosting mode or the forward polarity mode in which the wound field induced magnetic field is in the same direction as, and supplements, the permanent magnet induced magnetic field.
the reverse polarity voltage produces a reverse current in the rotor winding.
the reverse current generates a magnetic flux which opposes the magnetic flux from the permanent magnets, thereby reducing the output of the alternator to maintain the desired output voltage.
a first problem is related to the inductive effects of switching the highly inductive rotor winding, particularly to transition between the forward and reverse polarity excitation modes.
the problem is most acute when the alternator is lightly loaded and a battery is not connected to the alternator. In this condition, a net instantaneous negative current may be introduced onto the main power bus.
This type of modulation results in negative current steps into the main power bus with the negative step amplitude equal to the magnitude of the field current. If the load current on the main power bus is less than the magnitude of the field current, a net negative current is applied to the bus. This current has no place to go because the alternator diodes prevent negative current flow into the alternator and result in a destructive voltage spike unless suppressed by the battery or a large bus capacitor.
the battery can be relied upon to absorb any net negative current after the battery's other loads.
a large capacitor can be used to absorb this energy.
the first method cannot be relied upon as a battery may not always be present capable of absorbing the reverse current.
Using a capacitor is extremely expensive, particularly when capacitors adequate for handling all the energy stored in the rotor winding are used that are temperature rated for use under the hood of an automobile. If the battery were to be removed, without a capacitor there would be no place for the net reverse current on the main power bus to go unless a large filter capacitor is placed across the circuit where the battery connection normally exists. If moderate frequency pulse width modulation techniques are employed, this capacitor can be of reasonable value.
an aluminum electrolytic capacitor would be desirable.
Aluminum electrolytic capacitors are not normally designed to tolerate temperatures in excess in 105°C and thus, they could not be easily housed in the hot environment of the alternator in the vicinity of the vehicle engine. Even if they were somewhat isolated from the hot alternator itself so as to avoid temperatures above 105°C the life of capacitors is rapidly reduced with in ⁇ easing temperature. Thus, the under the hood environment would normally not permit the use of aluminum electronics. Higher temperature tantalum capacitors could be used but they are physically larger and much more expensive and are thus less attractive for a cost sensitive high volume automotive application.
the magnetic flux from the permanent magnet is almost completely canceled by the oppositely directed magnetic flux in the hybrid rotor winding. If the canceling flux were to be immediately turned off, e.g. by turning off an ignition switch with the alternator operating at a high rotational speed, the output voltage of the alternator would rapidly in ⁇ ease to damaging levels for the electrical components in a typical automobile.
the present invention incorporates an automatic interlock which powers the voltage regulator automatically and independently of the ignition system of the vehicle to prevent it from inadvertently being deactivated.
the design of the automatic interlock is such that little or no current is drawn from the vehicle battery when the vehicle is off, which might tend to discharge the vehicle battery.
the preferred embodiment of the voltage regulator also incorporates transient voltage suppression in a novel way that permits certain switches (preferably FETs) needed for the purpose of switching the rotor winding between forward and reverse polarity modes to perform a second function of suppressing voltage transients that might damage the voltage regulator or other systems on the battery bus.
switches preferably FETs
a hybrid alternator constructed according to the description above is preferably designed to produce its full rated output at all engine speeds from idle to the maximum engine speed at redline.
Two limitations on the maximum power output of the alternator are the maximum flux that the rotor windings, in combination with the permanent magnets, can produce and the thermal capability of the alternator to dissipate excess heat under continuous full output operation in high ambient temperature conditions. The first limitation usually dominates at low speed operation and the second more often dominates at higher speeds.
Improving the alternator operation with respect to either limitation usually results in in ⁇ eased cost or undesirably in ⁇ eases the physical size of the alternator.
To produce greater magnetic flux requires in ⁇ easing current flow through the rotor windings (larger wire diameter and larger windings) or in ⁇ easing the number or strength of the permanent magnets. Both options greatly affect the cost and size of the hybrid alternator.
Improved thermal capability requires additional internal or external fans, larger cooling fins on the alternator case, larger airflow passages in the interior of the rotor or special electronic components that can continuously operate at higher temperatures.
a hybrid alternator is preferably designed to safely produce its full rated power output over its entire speed range under worst case expected ambient temperatures. As a result, the cooling and magnetic flux limitations are balanced during the alternator design process. This results in an alternator that has just enough magnetic flux capacity to generate the desired full rated output power at engine idling speed and just enough cooling at all other speeds during worst case high ambient temperatures to keep the alternator below a desired maximum operating temperature.
one object of the present invention is to provide an alternator which operates efficiently at low RPMs.
Another object of the invention is to provide an alternator which uses a permanent magnet assembly in the rotor to provide a rotating permanent magnetic field in combination with a rotating variable magnetic field generated by a rotor winding.
Still another object of the invention is to provide an alternator which weighs less than current alternators at the same output power or which produces a higher output at the same weight.
Yet another object of the present invention is to provide an efficient dual voltage alternator, preferably in which both voltages are well regulated under varying loads.
a further object of the invention is to provide a voltage regulator for a hybrid alternator that allows the alternator to operate without a battery attached and without requiring expensive capacitors or voltage clamps.
Yet another object of the invention is to provide a hybrid alternator which provides the maximum rated output voltage and current when a vehicle in which the alternator is installed is operating at idle speed.
a further object of the invention is to provide an alternator which is maximally cooled through radial cooling slots located in the stator.
Still another object of the invention is to provide an alternator which can safely exploit excess power output capacity in operating regimes limited by the alternator's cooling capacity without risk of damaging the alternator from overheating.
a hybrid alternator comprising a stator, and a rotor mounted for rotation within the stator and separated therefrom by an air gap, said rotor having a rotor core defining a plurality of magnetic poles, adjacent ones of the magnetic poles having alternating north and south magnetic fields, the plurality of magnetic poles comprising at least one permanent magnetic pole defined by a permanent magnet, and a plurality of electromagnetic poles, each of which is defined by a wound field.
the present invention is directed to a hybrid alternator comprising a stator having a stator winding, a rotor mounted for rotation within the stator and separated therefrom by an air gap, the rotor including a rotor core defining a plurality of rotor field poles, at least one permanent magnet, the magnet being attached to a corresponding rotor field pole to define a permanent magnetic pole, the magnet being attached in a manner such that it forms a portion of the rotor perimeter, and a rotor winding associated with the remaining rotor field poles to define a plurality of electromagnetic poles, the electromagnetic and permanent magnet poles defining a plurality of magnetic poles, adjacent ones of the magnetic poles having alternating north and south magnetic fields.
the present invention is directed to a hybrid alternator comprising a stator having a stator winding, a rotor mounted for rotation within the stator and separated therefrom by an air gap, the rotor including a rotor core defining a plurality of rotor field poles, at least one permanent magnet, the magnet being positioned within the rotor perimeter and associated with a pair of adjacent rotor field poles to form adjacent permanent magnetic poles, and a rotor winding associated with the remaining rotor field poles to define a plurality of electromagnetic poles, the electromagnetic and permanent magnetic poles defining a plurality of magnetic poles, adjacent ones of the magnetic poles having alternating north and south magnetic fields.
the present invention is directed to a hybrid alternator comprising a stator having a stator winding, a rotor mounted for rotation within the stator and separated therefrom by an air gap, the rotor including a rotor core defining a plurality of rotor field poles, each of which having a pole shoe, at least one permanent magnet, the magnet being mounted between the rotor core and said pole shoe to form a permanent magnetic pole, and a rotor winding associated with the remaining rotor field poles to define a plurality of electromagnetic poles, the electromagnetic and permanent magnetic poles defining a plurality of magnetic poles, adjacent ones of the magnetic poles having alternating north and south magnetic fields.
the present invention is directed to a hybrid alternator comprising a stator having a stator winding, a rotor core mounted for rotation within the stator and separated therefrom by an air gap, said core defining a plurality of rotor field poles, each of which having a longitudinal axis substantially parallel to the rotor core rotational axis, said rotor field pole including a body portion radially extending from said core to an end surface and having a first longitudinal length, and an end portion attached to said end surface and having a second longitudinal length that is greater than said first longitudinal length.
the present invention is directed to a hybrid alternator comprising a rotor core mounted for rotation within the stator and separated therefrom by a radial air gap, the rotor including a shaft mounted for rotation within the stator, a wound field rotor portion mounted on the shaft for rotation within a first longitudinal region of the stator, the wound field rotor portion having a rotor winding and multiple electromagnet poles wherein each electromagnetic pole includes a rotor field pole having a longitudinal axis substantially parallel to said shaft and including a body portion radially extending from said rotor core to an end surface and having a first longitudinal length and an end portion attached to said end surface and having a second longitudinal length that is greater than said first longitudinal length, and a permanent magnet rotor portion mounted on the shaft in longitudinally spaced relation to the wound field rotor portion for rotation within a second longitudinal region of the stator, the permanent magnet rotor portion having multiple permanent magnetic poles.
the hybrid alternator of the present invention comprises a rotor excitation circuit connected to the rotor winding in the wound field rotor portion for producing a forward excitation current through the rotor winding to in ⁇ ease output from the alternator in a boosting mode and a reverse excitation current through the rotor winding to de ⁇ ease output from the alternator in a bucking mode.
the hybrid alternator further includes a voltage regulator for controlling bi-directional current flow through a winding of an alternator to control an output voltage of the alternator, the voltage regulator comprising a voltage monitoring circuit connected to monitor the output voltage of the alternator, the voltage monitoring circuit producing an error signal indicating the output voltage of the alternator should be in ⁇ eased or de ⁇ eased, a switching circuit connected to the rotor winding and arranged to connect the winding in multiple modes, including a forward polarity mode in which a forward polarity voltage is applied to the rotor winding, a reverse polarity mode in which a reverse polarity voltage is applied to the rotor winding, and a decay mode in which current induced in the rotor winding when connected in the forward or reverse polarity mode is permitted to decay without inducing damaging voltages in the voltage regulator, and a control circuit connected to the switching circuit, responsive to the error signal of the monitoring circuit, the control circuit controlling the switching circuit to enter the forward polarity mode to in ⁇ ease the output voltage of
the hybrid alternator of the present invention comprises a stator, and a rotor mounted for rotation within the stator and separated therefrom by an air gap.
the rotor has a rotor core defining a plurality of magnetic poles wherein adjacent ones of the magnetic poles having alternating north and south magnetic fields.
the plurality of magnetic poles comprises a plurality of permanent magnet poles and a plurality of electromagnetic poles. Each permanent magnet pole is defined by a permanent magnet.
the plurality of permanent magnet poles comprises two (2) sets of diametrically positioned permanent magnet poles. Each permanent magnet is positioned within the rotor perimeter and associated with a pair of adjacent magnetic poles to form adjacent permanent magnet poles.
a further embodiment of the hybrid alternator of the present invention comprises a stator having a stator winding, a rotor mounted for rotation within the stator and separated therefrom by an air gap.
the rotor has a rotor core that defines a plurality of rotor field poles and a plurality of permanent magnets. Each magnet is positioned within the rotor perimeter and mounted between a pair of adjacent rotor field poles to form adjacent permanent magnet poles.
the plurality of permanent magnet poles comprises two (2) diametrically positioned sets of permanent magnet poles.
a rotor winding is associated with the remaining rotor field poles and defines a plurality of electromagnetic poles.
the plurality of electromagnetic poles comprises two (2) diametrically positioned sets of electromagnetic poles.
the electromagnetic and permanent magnet poles define a plurality of magnetic poles. Adjacent ones of the magnetic poles have alternating north and south magnetic fields.
Another embodiment of the hybrid alternator of the present invention is a stator having a stator winding, and a rotor mounted for rotation within the stator and separated therefrom by an air gap.
the rotor includes a rotor core that defines a plurality of rotor field poles asymmetrically positioned about the rotor core.
Each rotor field pole comprises a body radially extending from the rotor core to an end surface.
the rotor also includes a plurality of permanent magnets, each of which being positioned within the rotor perimeter and mounted between a pair of adjacent rotor field poles to form adjacent permanent magnet poles.
the plurality of permanent magnet poles comprises two (2) diametrically positioned sets of permanent magnet poles wherein each set of permanent magnet poles comprises four (4) adjacent permanent magnet poles.
Each permanent magnet is arranged in a manner such that the direction of magnetization is oriented circumferential ly relative to the rotor core rotational axis.
a rotor winding is associated with the remaining rotor field poles to define a plurality of electromagnetic poles.
the plurality of electromagnetic poles comprises two (2) diametrically positioned sets of electromagnetic poles.
Each set of electromagnetic poles comprises two (2) adjacent electromagnetic poles.
the electromagnetic and permanent magnet poles define a plurality of magnetic poles wherein adjacent ones of the magnetic poles have alternating north and south magnetic fields.
the alternator further includes a plurality of rotor field pole shoes. Each shoe is asymmetrically mounted to the end surface of a corresponding one of the pole bodies such that the rotor field shoes are equidistantly spaced from one another.
Another embodiment of the hybrid alternator uses a novel connection arrangement between the rotor winding and the stator winding.
a simplified voltage regulator may be used that significantly reduces component costs.
the voltage regulator alternately connects one end of the rotor winding between the positive end of the battery and ground.
the other end of the rotor winding is connected to the neutral point of the stator (which operates at approximately half the battery voltage).
the switching circuit in the regulator needs only two switches for alternately connecting the rotor to transition between the forward and reverse polarity modes.
the hybrid alternator is designed such that it produces the full rated output voltage and current when the vehicle is operating at idle speed and continues to produce that full rated output over its entire operating range of speeds.
Another aspect of the invention includes a temperature monitoring voltage regulator for controlling bi-directional current flow through a winding of a hybrid alternator that adjusts the output voltage of the hybrid alternator according to the temperature of the alternator to limit power output when the alternator temperature approaches a predetermined maximum operating temperature.
the temperature monitoring voltage regulator includes a voltage monitoring circuit, a temperature sensor, a switching circuit and a control circuit.
the voltage monitoring circuit is connected to monitor the output voltage of the alternator and produces an error signal indicating that the output voltage of the alternator should be in ⁇ eased or de ⁇ eased.
the temperature sensor is adapted to be mechanically mounted in thermal contact with the hybrid alternator, preferably the heatsink of the output diode bridge, to sense the alternator temperature.
the temperature sensor is electrically connected to the voltage monitoring circuit and modifies the error signal to reduce the output voltage of the hybrid alternator as the temperature sensor senses an alternator temperature approaching a predetermined maximum alternator temperature.
the switching circuit is connected to the rotor winding and can connect the winding in either a forward polarity mode, in which a forward polarity voltage is applied to the winding, or a reverse polarity mode in which a reverse polarity voltage is applied to the rotor winding.
the control circuit is responsive to the error signal of the monitoring circuit and directs the switching circuit to enter the forward polarity mode whenever necessary to in ⁇ ease the output voltage of the alternator, and to enter the reverse polarity mode to de ⁇ ease the output voltage of the alternator.
the temperature sensor is a thermistor, and the switching circuit also includes the decay mode.
Fig. 1 is a longitudinal ⁇ oss sectional view parallel to and through the shaft of a hybrid alternator according to the present invention.
Fig. 2 is a ⁇ oss sectional view along the line 2-2 perpendicular to the rotor shaft and through the wound field rotor portion of the alternator.
Fig. 3 is a ⁇ oss sectional view along the line 3-3 perpendicular to the rotor shaft and through the permanent magnet rotor portion of the alternator.
Fig. 4 is an electrical circuit diagram of the alternator of the present invention with a rotor excitation circuit for voltage regulation and a voltage converter circuit for producing a second output voltage.
Fig. 5 is a graph of field current versus engine RPM necessary to maintain a constant voltage output in a typical embodiment of the present invention.
Fig. 6 is a ⁇ oss sectional view taken parallel to the rotor shaft of a first alternative embodiment of the invention employing a solid disk-shaped permanent magnet.
Fig. 7 is a side elevational view of a ten pole disk-shaped permanent magnet used in the first alternative embodiment of the invention shown in Fig. 6.
Fig. 8 is a front elevational view of a segmented flux channeling element used in the first alternative embodiment of the invention shown in Fig. 6.
Fig. 9 is a ⁇ oss sectional view of the segmented flux channeling element along the line 9-9 shown in Fig. 8.
Fig. 10 is a ⁇ oss sectional view of a second alternative embodiment of the invention using embedded permanent magnets.
Fig. 11 is a ⁇ oss sectional view along the line 1 1-1 1 in Fig. 10 showing the embedded permanent magnet portion of the rotor.
Fig. 12 is a block diagram of a voltage regulator for a bridge circuit controlled rotor winding of a hybrid alternator.
Fig. 13 is a detailed circuit diagram of a circuit in accordance with the block diagram of Fig. 12.
Fig. 13A is a detailed circuit diagram of a temperature monitoring voltage regulator based on the circuit in Fig. 13 in which a temperature sensor is used to adjust the alternator output voltage to permit higher than rated alternator output whenever the alternator temperature is below a predetermined maximum operating temperature.
Fig. 14 is a wiring diagram of a novel arrangement for a hybrid alternator in which the rotor winding is connected to the neutral point of the stator winding.
Fig. 15 is a wiring diagram of a hysteresis modulator which provides improved regulator dynamic performance, as compared to the corresponding hysteresis inverter elements in Fig. 13.
Fig. 16 is a longitudinal ⁇ oss-sectional view parallel to and through the shaft of an alternate embodiment of the hybrid alternator of the present invention.
Fig. 17 is a ⁇ oss-sectional view along line 17-17 perpendicular to the rotor shaft of the alternator of Fig. 16.
Fig. 17A is a partial enlarged view of a permanent magnet pole shown in Fig. 17.
Fig. 18 is a ⁇ oss-sectional view similar to Fig. 17, of an alternate embodiment of the alternator of Fig. 16.
Fig. 18A is a partial enlarged view of a permanent magnet pole shown on
Fig. 19 is a ⁇ oss-sectional view similar to Fig. 17, of a further embodiment of the hybrid alternator of Fig. 16.
Fig. 19A is a ⁇ oss-sectional view, similar to Fig. 17, of another embodiment of the hybrid alternator of Fig. 16.
Fig. 20 is a front elevational view of a rotor pole configuration that may be utilized by the hybrid alternator of the present invention and the alternate embodiments thereof.
Fig. 21 is a top plan view of the rotor pole of Fig. 20 taken along lines 21- 21.
Fig. 22 is a perspective view of the rotor pole configuration of Fig. 20.
Fig. 23 is a front elevational view of an alternate embodiment of the rotor pole configuration of Fig. 20.
the alternator of the invention includes a stator 10 having a first longitudinal stator region 12 and a second longitudinal stator region 14.
a three phase stator winding 16 extends through slots 18 (shown in Figs. 2 and 3) formed on the interior of the stator 10.
a rotor, generally indicated with arrow 20 is mounted for rotation within the stator 10 on a shaft 22.
the rotor includes a wound field rotor portion 24 which rotates within the first stator region 12 and a permanent magnet rotor portion 38 which rotates within the second stator region 14.
the wound field rotor portion 24 has a rotor winding 28 which can be excited to produce a magnetic field whenever current is applied through slip rings 30, 32 on the shaft 22.
Conventional brushes (not shown) would be mounted within region 34 of case 36 to make contact with slip rings 30, 32 and allow excitation current to be supplied to the rotor winding.
the permanent magnet rotor portion 38 is mounted on the shaft 22 in longitudinally spaced relation from the wound field rotor portion 24.
It includes a plurality of permanent magnets 40 disposed about its perimeter mounted such that the direction of magnetization is radially oriented relative to the rotor shaft.
the magnets maintain a multiple pole permanent magnetic field which extends a ⁇ oss the air gap between the rotor and stator.
Fig. 2 is a ⁇ oss section through the first region 12 of the stator within which the wound field rotor spins.
the wound field rotor is conventionally formed from multiple thin laminations having the ⁇ oss sectional shape seen in Fig. 2 stacked adjacently along the rotor shaft.
the wound field rotor poles may be constructed using solid cast magnetic material.
Each lamination on the rotor includes a plurality of poles 42 around which the rotor windings 28 are arranged with alternate poles being wound in opposite directions to produce alternating north and south magnetic fields.
the first region 12 of the stator and the wound field rotor portion 24 of the rotor act as a salient pole alternator to generate output from the stator windings 16 through output leads 44, 46 and 48 (shown in Figs. 1 and 4) whenever an excitation current is supplied to the rotor windings 28.
Fig. 3 is a ⁇ oss section through the permanent magnet rotor portion of one embodiment of the alternator.
the permanent magnet rotor portion includes eight (8) permanent magnets 40 shaped as rectangular slabs and held in the permanent magnet rotor laminations 38. Alternate designs may use more or less than eight magnetic poles, but will always have the same number of poles as the wound field rotor. Shapes other than rectangular slabs may be used, for example the thickness of the slab may be varied to match the curve of the rotor.
Each permanent magnet slab is magnetized through its thickness and mounted such that the direction of magnetization extends radially, i.e., in a direction which is perpendicular to the shaft 22 and normal to the large faces of the slab 40.
the slabs are held in openings in the laminations 38 around the perimeter of the permanent magnet rotor and alternate, with the north pole of one slab facing outward and the north pole of the next slab facing inward.
the magnetic field generated by the wound rotor adds to the permanent magnetic field when a forward excitation current is applied to the rotor winding 28 and subtracts from the permanent magnetic field when a reverse current is applied.
the permanent magnets in the design illustrated are formed of neodymium, however other magnetic materials such as ceramic or samarium-cobalt magnets may also be used and may be preferred in particular applications.
the neodymium magnets are nickel plated.
the laminations 38 include multiple openings 50 to reduce weight and allow for cooling air flow through the alternator.
the permanent magnets 40 provide a permanent magnetic field at the rotor which induces a voltage in the stator winding 16 whenever shaft 22 is rotated. Rotation of the shaft is generally accomplished with a belt and pulley drive, however a gear drive or other means may also be applied.
stator windings 16 extend from the first stator region surrounding the wound field rotor portion continuously through the second stator region surrounding the permanent magnet portion.
a voltage is induced in the stator winding 16 which is partially a result of the magnetic field from the permanent magnets and partially a result of the magnetic field generated by excitation current in the windings 28 of the wound field rotor portion. It is also possible to use separate windings on the two stator sections and combine their outputs electrically.
the stator portion of the alternator is the same in region 14 as in region 12 and includes identical slots 18 and stator windings 16.
the slots 18 may, however, be skewed such that there is a twist along its length.
the purpose of the twist is to prevent magnetic cogging. In the absence of such a twist, magnetic cogging and unwanted vibration is created due to variable reluctance caused by slot openings in the air gap between the stator and the rotor.
the stator is formed as a stack of thin laminations of electrical grade steel. Each member of the stack is rotational ly offset from its adjacent members sufficiently to form the twist of one stator slot pitch along its length.
the permanent magnet portion may include a premanufactured cylindrical sleeve of a lightweight but strong material such as a carbon fiber bonded in a resin.
the sleeve has a thin wall thickness and a diameter equal to the diameter of the permanent magnet rotor portion. It surrounds the permanent magnet rotor portion and prevent the magnets 40 from being thrown outward and damaging the stator under the centrifugal force generated as a result of high speed operation.
the preferred means of retaining the permanent magnets on the rotor is to attach them with counter-sunk s ⁇ ews, as shown in Fig. 24, to prevent the magnets from becoming dislodged from the rotor pole during the rotation of the rotor.
other means of retaining the magnet to the rotor field poles may be used.
a pair circular endplates mounted on the shaft on both sides of the rotor may be used wherein each endplate has a lip portion projecting substantially parallel to the shaft that extends about halfway a ⁇ oss the width of the rotor and above the magnet so as to form a pole shoe.
the endplates can be configured such that the lip portions extend over a pole shoe mounted on top of the permanent magnet.
epoxy-type adhesives may also be used to secure the permanent magnets to the rotor field poles.
Other mechanical means for holding the permanent magnets to the rotor will be apparent to those skilled in the art. -17-
a typical stator winding 16 is composed of three legs connected to a full wave voltage rectifier formed by six power diodes 60.
the power diodes 60 rectify the output and provide charging power to charge battery 62 and to supply a vehicle with power for accessories over output 64.
a forward excitation polarity is applied to rotor winding 28. This in ⁇ eases the current in the rotor, in ⁇ eases the strength of the magnetic field generated by the rotor winding, and in ⁇ eases the output from the stator windings 16 to boost the output voltage to the desired level.
the forward polarity and forward current induced thereby is the current and polarity which causes the magnetic field from the rotor winding to add to the magnetic field from the permanent magnets in a boosting mode.
the necessity to boost the output by supplying a forward excitation current to the rotor windings 28 occurs only at low engine RPMs.
Fig. 5 provides a graph of wound field current in rotor winding 28 needed to maintain a constant output voltage at output 64 from the stator windings 16 as a function of engine RPM. The graph is provided for illustration of one possible implementation of the invention. Changes in gearing of the alternator to the engine, the number of turns and resistance of windings on the rotor and stator, and the relative strengths of the fields generated by the magnets and rotor winding all will affect the actual curve for any specific application.
the excitation is derived from the permanent magnet rotor portion. At speeds in excess of 1200 RPM, the buck portion 68 of the curve is entered. In this section of the curve, a reverse excitation, indicated by the negative current values on the vertical axis, is required to prevent the output voltage from exceeding the desired level.
the ⁇ ossing point 70 between the boosting mode and bucking mode will vary with load and may be adjusted by varying the relative proportion of output between the wound field rotor portion and the permanent magnet rotor portion. Referring to Fig. 1 , this can be accomplished by adjusting the strength of the permanent magnets 40 or the field generated by the rotor winding. Alternatively, it may be changed by varying the relative sizes of the permanent rotor portion 14 and the wound field rotor portion 12. In Fig. 1 , these have been illustrated as being of approximately equal size, but the ratios may be varied as desired to adjust the ⁇ ossing point between the boost and buck regions of operation. Dual Voltage Hybrid Alternator
the stator winding 16 uses a conventional wiring layout shown in Fig. 4.
other stator winding arrangements may be employed.
the present invention contemplates this method of dual voltage generation where it is desired to have a 12 volt output as well as a higher voltage output, typically 48 volts.
a preferred method of dual voltage operation is to use a voltage converter circuit of the type des ⁇ ibed in connection with Fig. 4.
the stator winding may comprise two independent stator windings, one found only within the first region 12 surrounding the wound field rotor portion and one found within the second region 14 surrounding the permanent magnet rotor portion.
the outputs from these separate stator windings are then combined electrically as needed to produce the desired output voltage.
Fig. 1 it can be seen that there is a gap 52 between the two regions of the stator.
the gap should be made of a relatively low magnetic permeability material to isolate the magnetic regions of the stator 12 and 14.
the gap may be a simple air gap, or it may be partially or completely filled with a solid material of low magnetic permeability such as plastic or the like.
the gap may be filled with a material having the same ⁇ oss sectional shape perpendicular to the rotor as the stator to provide a continuous slot 18 within which the stator wires forming winding 16 may lie.
Cooling air is permitted to enter the interior of the alternator through air gap 52 between the stator sections where it is then ducted out of the alternator at the ends. Typically this would be done by fans located at one or both ends of the alternator (not shown).
the two section geometry for the stator illustrated in Fig. 1 allows the cooling air flow to be ducted into the center region of the alternator where the cooling is most needed. This construction enhances the dissipation of thermal energy in the unit while at the same time maximizing the power output density.
the air gap is preferably provided with an axial spacer having a series of radially oriented openings which open the air gap over approximately 85% of the surface area of the spacer's circumferential section to allow cooling air into the warmest part of the alternator.
Arrow 53 indicates the entrance of cooling air into the alternator interior radially flowing through the stator in contrast to the prior art where the air flows only longitudinally in this section.
the air entering radially through the stator may flow through the gap between the rotor and the stator.
the wound field rotor section may also be provided with air flow openings that are axially aligned and correspond to the air flow passages 50 in the permanent magnet section. Air drawn into the center of the alternator through the stator core flows a ⁇ oss ⁇ itical sections of the stator coil, sections of wound field coils and diodes as well as through the permanent magnet section.
the air flow is particularly valuable in keeping the temperature of the permanent magnets as low as possible under all conditions of operation. This enhances the output of the alternator and minimizes the risk of demagnetization at high temperatures. This allows the alternator to be rated at the highest possible output in the high temperature conditions that exist under the hood of modern automobiles. Voltage Regulation ⁇ Basic Two State PWM Regulator
Fig. 4 illustrates a rotor excitation circuit appropriate for achieving this objective.
the rectified output 64 from the stator is compared to a reference voltage 80 in a summing circuit 82 which subtracts the reference voltage 80 from the output voltage 64 and provides an error signal on line 84 to function generator 86.
the function generator controls modulator 88 which provides a forward excitation current to field winding 28 through the slip rings 30, 32 whenever the output voltage 64 is below the reference voltage 80.
the reference voltage is set to the desired charging voltage for battery 62.
the function generator provides a reverse excitation current to field winding 28 whenever the output voltage 64 rises above the reference voltage 80.
Function generator 86 acts as an amplifier compensation block to control modulator 88 as needed to supply the desired forward or reverse field current and produce the desired output voltage.
the amplification and compensation produced is dependent upon the error signal on line 84 determined as the error between the output voltage at 64 and the reference voltage 80.
Function generator 86 and modulator 88 may be arranged to simply provide a steady, i.e., unswitched and unpulsed continuously linearly variable, forward or reverse excitation current in the amount needed to produce the desired output and to thereby linearly reduce the error signal 84 to zero.
This produces a linear regulation scheme in which the linear output of the modulator 88 is the same as the average current needed to produce the desired output voltage.
a preferred method of regulation is to arrange the function generator 86 and modulator 88 to use pulses to adjust the average current through rotor winding 28.
Pulses of a positive polarity cause a forward voltage to be applied to the field winding and pulses of a reverse polarity cause a reverse voltage to be applied.
the width of the pulses is varied to vary the average current through the field winding.
This provides an electrically efficient circuit design to control the magnitude and direction of the average field current.
This constitutes the basic two state pulse width modulation (PWM) voltage regulator circuit that alternately switches directly between the forward and reverse polarity modes.
PWM pulse width modulation
the rotor excitation circuit comprising elements 80-88 provides a constant output voltage at 64 to supply electrical circuits and charge battery 62. If the alternator is to be a single voltage alternator, this is sufficient. If the alternator is to be a dual output voltage alternator, then typically one of two alternative designs will be used. In the simplest design, the stator will be provided with a second winding as previously mentioned. The error signal 84 may be based upon the output from only one of the two stator windings, with the second output permitted to seek its own level as the first is regulated.
an error signal which is a function of the output voltage from both windings may be used so that neither output is fully regulated, but both are held approximately to the desired level set by the composite error signal.
Fig. 4 illustrates a preferred alternative design for a dual output voltage alternator according to the invention.
the alternator is principally a single output voltage alternator producing a constant voltage at output 64 for battery 62 which is the higher voltage battery.
a voltage converter circuit 90 Instead of producing the second voltage from a second winding, it is provided by a voltage converter circuit 90.
a reference voltage 94 is summed with an output voltage 96 connected to the second battery 92 in a summing circuit 98 to produce an error signal on line 100.
a function generator 102 controls a modulator 104.
Modulator 104 generates a series of pulses to turn switch 106 on and off in a switching power supply design.
the switching power supply is conventional and produces a voltage regulated output which is filtered with capacitor 108 and coil 110.
the voltage source for the switching regulator must be higher than its output voltage and may be connected either to output 64 over line 114 or directly to the stator windings 16 over dashed line 116.
Fig. 6 shows a first alternative embodiment of the alternator generally indicated at 200, employing a pair of solid disk-shaped permanent magnets 210, 212 magnetized with multiple poles.
the disk may be made of a bonded permanent magnet material.
the stator 214 is essentially similar to the stator 14 des ⁇ ibed in connection with the previous embodiment, and, accordingly, is shown only in outline form. It generally will include a three phase winding wound into the slots in a laminated or cast stator made of a good grade of electrical steel. Dual windings may be used in dual voltage output designs, if desired.
Stator air gaps corresponding to stator air gap 52 may be introduced on either side of the wound field rotor portion to isolate the permanent magnet portion of the stator from the wound field portion.
a single permanent magnet portion may be used similar to the design described in connection with Figs. 1-3 or two permanent magnet portions longitudinally separated on opposite sides of the wound field rotor portion may be used as shown in the embodiment of Fig. 6.
the solid disk permanent magnet element is shown separately in Fig. 7. It could be made of separate permanent magnet elements, but is preferably made as a single piece, magnetized through its thickness, in a longitudinal direction, parallel to the shaft when assembled. This is 90° (ninety degrees) to the direction of magnetization of the permanent magnets shown in Figs. 1 and 3 where the magnetization is radially oriented instead of longitudinally.
a flux channeling element generally indicated with reference numeral 218 made up of multiple pole segments 220 as shown in Figs. 8 and 9. Individual pole segments 220 carry the flux from the permanent magnet disk 210 up to the air gap 216 to penetrate the stator windings.
a second flux channeling element comprises a flux return plate 222. Two flux return plates are used, located at the end faces of the rotor, one for each magnetic disk.
the pole segment pieces 220 are shaped with openings 224 which wrap around the winding extensions in the wound rotor. This shape give added strength to the windings and allows very high rotational speeds to be achieved without damage to the rotor.
end pieces 222, permanent magnet disks 210, pole segment pieces 220 and the wound rotor section are held together by rivets 226 extending through holes 228 and 230 in the segment pieces and magnetic disk respectively.
rotor components of Fig. 6 are mounted on shaft 22 in a manner identical to that shown in Fig. 1.
Shaft 22 will be journaled in a housing and have slip rings contacted by brushes for supplying current to the wound field rotor section.
Voltage output and regulation is identical to that des ⁇ ibed previously.
FIG. 10 and 1 1 Yet another embodiment of the invention is shown in Figs. 10 and 1 1 and generally indicated with reference numeral 300.
permanent magnets 302 are embedded in a retainer 304, formed of a non-magnetic material such as aluminum, which forms a hub around the rotor shaft 22.
the retainer isolates the magnets magnetically from the hub and holds them securely.
the permanent magnets 302 are magnetized through their thickness. However, they are mounted with the direction of magnetization oriented in yet a third direction, in this case circumferentially relative to the shaft.
the embedded magnets in Fig. 11 are inserted into the non ⁇ magnetic retainer with alternate orientations between flux channeling elements 306 located circumferentially adjacent to and between the magnets 302.
the flux channeling elements 306 are made of a material that has high magnetic permeability. They direct the magnetic flux, as indicated by arrows 308 from the magnets to the air gap between the rotor and stator.
the stator 310 will be substantially identical to the stator des ⁇ ibed in connection with Figs. 1-3.
a non-magnetic end cap 312 provides support for the wound field rotor extensions in the wound field portion 314.
a similar end cap for the rotor windings may be incorporated into the magnet retainer as shown, or may be formed as a separate piece. It should be noted that while this end cap piece is similar in appearance to the magnetic material piece 220, in Fig. 6, it is formed of a non-magnetic material in this design and of a magnetically permeable material in Fig. 6.
Fig. 12 illustrates a block diagram of a first preferred embodiment of a bridge circuit type of three state voltage regulator.
the voltage regulator controls bi-directional current flow through a winding 400 on the rotor of a hybrid alternator of a type previously des ⁇ ibed.
the regulator may also be used with other types of alternators or devices requiring three state control.
the rotor winding 400 in combination with the permanent magnet portion of the rotor induces a flux in the stator winding 402, 404, 406 of the hybrid alternator.
Bi-directional current flow is achieved through the use of four switches 408, 410, 412 and 414 arranged in a bridge configuration to form a switching circuit.
a first upper switch 408 is connected to a first end of the winding 400 and forms with a first lower switch 414 a first pair of switches. When these switches are closed, the first end of the rotor winding 400 is connected to the positive end of the battery 416 over the positive bus 418 and the second end of the rotor winding 400 is connected to the negative end of the battery 416 over the ground 420.
the voltage regulator When the first pair of switches 408, 414 are closed, the voltage regulator said to be in the forward polarity mode or in the boosting mode, and forward current flows from the first end of the rotor winding 400, connected to switch 408, to the second end of the rotor winding 100, connected to switch 414.
a second upper switch 410 forms with a second lower switch 412 a second pair of switches.
Winding 400 is wound onto the rotor so that in the forward polarity mode the magnetic flux produced by forward current flow is added to the magnetic flux provided by the permanent magnet section of the rotor. Conversely in the reverse polarity mode, a reverse current flow through the rotor winding 400 will generate magnetic flux of the opposite polarity which is subtractively combined with the magnetic flux from the permanent magnets.
the prior art has simply switched the rotor winding 400 between forward and reverse polarity modes as des ⁇ ibed in the basic PWM regulator above.
a voltage regulator which operates in only these two modes may be referred to as a two state PWM voltage regulator.
the voltage regulator is switched into the forward polarity mode whenever it desired to in ⁇ ease the output and is switched into the reverse polarity mode whenever it is desired to de ⁇ ease the output.
a forward current has been induced into the rotor winding 400 through switches 408 and 414, considerable energy is stored in the magnetic field produced by coil 400.
the forward current induced in the forward polarity mode will continue to flow as the magnetic field from rotor winding 400 slowly collapses. Under certain conditions, this forward field current will continue to flow as reverse current through the second upper switch 410 and in lower switch 412. It will also appear as a reverse current on the positive bus 418. If the net loads on the bus are low, and provided that battery 416 is connected, this reverse current normally enters the battery and charges it slightly. However, in the absence of a battery or other conditions likely to occur, a large voltage spike will be produced which may damage the vehicle components.
the preferred embodiment of the voltage regulator employs a configuration which may be referred a three state voltage regulator design.
the voltage regulator employs a normal forward polarity mode for starting the flow of a forward current in winding 400 or for in ⁇ easing an existing forward current flow.
the reverse polarity mode is used for starting a reverse current flow or in ⁇ easing the magnitude of the reverse current flow.
the third mode referred to here as a decay mode, is entered after the voltage regulator leaves the forward or reverse polarity mode.
the decay mode (which might also be considered a zero voltage or zero polarity mode)
current induced in either of the two other modes is permitted to circulate through the rotor winding and decay towards zero without inducing any damaging voltages in the remainder of the circuit.
the decay is entered after either of the other two modes whenever the decay current is present to prevent a direct transition from the forward polarity mode to the reverse polarity mode, or the opposite transition which would result in reverse current being applied to the main power bus.
switches 408 and 414 are closed.
switch 408 is opened while switch 414 remains closed.
switch 412 would be closed at this time to provide a conducting path in the forward direction down through the first lower switch 414 and back up in a reverse direction through second lower switch 412.
switches 412 and 414 are semiconductor switches, preferably field effect transistors which have the property that they can conduct in the reverse mode through an internal diode without applying a control signal to close the switch. This internal diode generates a voltage drop when reverse current flow is occurring which is used to detect the presence of decay current.
the decay mode may also be implemented by allowing the decay current to flow through upper switches 408 and 410.
the voltage produced by the combined effect of the magnetic flux from the rotor 400 and the permanent magnets on the rotor is generated by the stator windings 402, 404 and 406 and is rectified in a conventional three phase full wave bridge rectifier composed of six diodes 422,
the rectified output is fed to the battery 416 over the positive power bus 418 and also feeds the electrical load of the vehicle over a connection (not shown) to the power bus 418.
the output voltage of the alternator is monitored over wire 434 by a voltage monitoring circuit 436.
the voltage monitoring circuit compares the output voltage of the alternator to a reference voltage from the voltage reference circuit
the error signal 440 is applied to the input of control circuit 442.
the control circuit 442 includes a primary circuit 444, a decay current detecting circuit
the primary circuit is directly responsive to the error signal of the monitoring circuit over line 440 and produces one or more primary control signals that signal the logic circuit 448 to in ⁇ ease or de ⁇ ease the output of the alternator.
the primary control signal would have been used to turn on the first pair of switches when an increased output was desired and to turn on the second pair of switches when a decreased output was desired.
the primary control signals are modified in the logic circuit 448 with information obtained from the decay current detecting circuit 446 before secondary control signals are produced.
the secondary control signals control the states of the switches 408, 410, 412 and 414 individually over control lines 450, 452, 454 and 456.
the decay current detecting circuit 446 is connected to monitor the decay current in rotor winding 400. In the preferred design this monitoring is conveniently done by connections 458 and 460 between the decay current detecting circuit 446 and the first and seconds ends of the winding 400.
circuit detecting circuit 446 produces one or more inhibiting signals which are applied to inputs of the logic circuit 448 over lines 462, and 464.
Those familiar with the art will recognize that there are other ways to monitor the decay current in winding 400.
Three additional diodes 466, 468 and 470 provide independent power to an internal power supply 472 producing V cc power.
the internal power supply 472 supplies power for operating the voltage regulator circuitry. This voltage is regulated to provide the control voltage power supply for the regulator. Since the hybrid alternator contains both a permanent magnet and wound field, the alternator begins to generate a voltage as soon as it begins turning. As the voltage becomes larger it generates enough voltage to power the electronics so that additional boost field can be generated. All of this occurs even before the vehicle reaches idling speed, so that at idle, the voltage regulator is functioning properly. Operating the system in this manner provides an automatic interlock so that the voltage regulator loop is disconnected and draws almost zero field and control current when the alternator is not turning, but automatically connects the voltage regulator electronics as the alternator speeds up.
An automatic interlock is very important in a hybrid alternator because the field current should never be shut down when the system is operating at high speeds as severe overvoltages and overcurrents will occur. This is in distinct contrast to present alternators which allow the ignition switch to turn off the voltage regulator field. It is important that the alternator field current be zero when the vehicle is not operating and the engine is off to avoid battery drain, but this should not be done with the ignition key alone. This is because the ignition could accidentally be turned off when the alternator is operating at high speed.
Fig. 13 is a detailed schematic circuit diagram corresponding to the block diagram of Fig. 12.
Battery 416 is connected to the six (6) bridge rectifier output diodes 422-432 which are connected in turn to the stator windings 402, 404 and 406 in the manner illustrated in Fig. 12.
the stator windings 402, 404 and 406 are not shown in Fig. 13, but their connection is entirely conventional.
the internal power supply 472 comprises a zener diode 500 regulating the output voltage V cc of an NPN transistor 502. Three terminal voltage regulating devices and other voltage regulating circuits would also be suitable.
the voltage monitoring circuit 436 monitors the battery voltage 416 over wire 434 which produces a voltage drop a ⁇ oss the resistor bridge 504, 506 and
Resistor 506 is made adjustable to adjust the output voltage of the regulator.
the scaled output voltage of the alternator is compared in error amplifier 510 with the reference voltage from the voltage reference circuit 438.
the voltage monitoring circuit performs error amplification and loop compensation.
the reference voltage from reference voltage source 438 is applied to one input of error amplifier 510 and the other input is connected to a voltage divider from the battery. Integral compensation is provided by the capacitive nature of the feedback network between the inverting input of the error amplifier 510 and the output.
the compensating network is generally indicated with reference arrow 512. This network eliminates DC error in the regulator voltage over the complete range of speed and load on the alternator.
the output of the error amplifier is an amplified error signal on line 440 which is provided to the primary circuit section 444 of the control circuit 442.
the error signal is applied to the input of a simple hysteresis block formed by a hysteresis inverter 516 which acts as a two state modulator.
a simple hysteresis block formed by a hysteresis inverter 516 which acts as a two state modulator.
the alternator output is too high, the error signal 440 will be lower and the output of the hysteresis inverter 516 will switch high. This high signal always causes the net field in the alternator to be de ⁇ easing. Alternately, when 516 is low the net field in the alternator is in ⁇ easing.
the primary circuit 444 produces four primary control signals on lines 518, 520, 522 and 524.
the primary control signal on line 518 is taken directly from the output of the two state modulator 516 and the primary control signal on line 520 is the inverted opposite of that signal.
Primary control signal 520 is produced by the inverter 526.
the control signals on lines 518 and 520 could be used to drive the diagonally opposite switch pairs of the switching bridge in a two state basic PWM regulator design. They serve as the starting point for the modified control shown here that results in the secondary control signals that actually perform the desired switching.
the hysteresis in the inverter 516 in combination with the gain and dynamics of the error amplifier block 436 controls the voltage error and sets the natural oscillation frequency of the loop.
the function of the primary inverter 516 could also be performed by a pulse width modulator with a ramp oscillator and corresponding components, however such a design would be more complex and more expensive than the simple digital circuitry shown in Fig. 13.
the hysteresis inverter formed by 516 and the positive feedback resistors as shown in Fig. 13 may be replaced by the improved circuit of Fig. 15 which discloses a hysteresis modulator formed by 516 and the resistor capacitor feedback network surrounding it.
the comparator/operational amplifier element 516 includes feedback to the positive terminal and a first order filter to the negative feedback side providing a hysteresis modulator.
This circuit provides improved regulator dynamic performance, as compared to the corresponding elements in Fig. 13, by allowing the modulator frequency to be set well above the loop ⁇ ossover frequency.
the primary control signals on lines 518 and 520 are accompanied by delayed copies of the primary control signals on lines 522 and 524 which are generated by inverters 528 and 530.
the output from hysteresis inverter 516 is delayed in a simple resistor capacitor delay generally indicated with reference arrow 532.
primary control line 522 carries a delayed version of the primary control signal of line 520.
Line 524 carries a delayed version of the primary control signal on line 518.
the primary control signals on lines 518 and 520 are used to provide inputs to the logic circuit 448 which ultimately produces the secondary control signals for switching the switches directing current through the winding 400.
Switching elements 408, 410, 412 and 414 in Fig. 12 correspond to field effect transistors (FETs) 534, 536 and 538 and 540 with their associated drive electronics in Fig. 13.
FETs field effect transistors
the alternator is said to be in the forward polarity mode.
FETs 536 and 538 are on
the alternator is said to be in the reverse polarity mode.
the alternator may be said to be in the decay mode whenever both of the upper FETs are off or both of the lower FETs are off indicating that no voltage is being applied to the winding 400 from the battery or alternator output.
the winding In addition to disconnecting the winding 400 from the battery, the winding must be connected so that the current can decay without inducing damaging voltages in the remaining circuitry of the voltage regulator or elsewhere in the automobile. This is accomplished by allowing the decay current to recirculate through two of the switches connected to opposite ends of winding 400. In the preferred design shown in Fig. 13, the recirculating circuit is carried through the lower two FETs. However, the recirculating current could alternatively be carried in the upper two FETs or through other components.
Both FETs 538 and 540 could be turned on to carry the recirculating circuit however the FETs have an internal diode which will permit them to carry a reverse current even when they are not biased on.
the recirculating decay current induces a voltage a ⁇ oss the internal diode of the lower FET which is sensed by. the decay current detecting circuit 446 over lines 458 and 460 connected to the first and second ends of the winding 400.
Diodes 542 and 544 isolate comparators 546 and 548 from the FETs whenever the drain of the FET is high during the forward or reverse polarity mode.
One side of the comparators 546 and 548 has a voltage reference obtained from a voltage divider and the voltage reference source 438 Vref and the other side has a filtered version of a voltage which is one diode drop above the FET drain voltage when it is near ground.
Diode 542 and 544 raise the voltage level by one diode voltage drop so that no negative voltages are needed on the inputs of comparators 546 and 548.
the logic circuit 448 is implemented in Fig. 13 with logic gates 550, 552, 554, 556, 558, 560 and 562.
the logic circuit implemented in these gates accepts the primary control signals and inhibiting signals over lines 462 and 464 from the decay current detecting circuit 446 to produce the secondary control signals on lines 450, 452, 454, 456.
a secondary control signal such as the secondary control signal 454 switches high, its associated FET, e.g. FET 534 turns on.
the logic function performed by gates 550, 552 and 554 is identical to the logic function performed by gates 556, 558, 560, and 562. Different logic elements are used to implement the same logic function in order to reduce component count which can be implemented on only two logic chips.
Logic gates 550 and 562 control the upper FETs 534 and 536 respectively.
Logic gate 550 is a triple input AND gate. Its output is high and the corresponding FET 534 is on only when all three inputs to the triple input AND gate are high. These three inputs are the primary undelayed PWM control signal on line 518, the delayed primary control signal PWM on line 524 and the inhibiting signal on line 464 from the decay current monitoring circuit monitoring reverse current in FET 540.
the presence of the inhibiting signal on line 464 indicates the presence of reverse decay current in the winding 400 as a result of a decaying current originally induced in the reverse polarity mode.
the inhibiting signal on 464 is holding the second lower FET 538 on and inhibiting FET 534 immediately above it from being switched on at the same time. Once the current induced in the reverse polarity mode decays to a sufficiently small value, the inhibiting signal on 464 switches state allowing the circuit to change modes.
the FETs actually have four different states.
FET 534 and 540 conduct.
FETs 536 and 538 conduct.
both FETs 534 and 536 are off.
the decay mode has two different states, a forward decay mode and a reverse decay mode.
the forward decay mode the current induced in the forward polarity mode is allowed to decay and FET 540 is held on with FET 538 remaining off, but conducting through its internal diode.
the forward decay mode the decay current continues to flow through the winding 400 in the same direction as its flows when in the forward polarity mode.
the reverse decay mode FET 538 is on and FET 540 is off, but conducting through its internal diode with reverse current circulating through the winding 400 down through FET 538 and back up through FET 540.
the present invention utilizes a bridge circuit arrangement to provide bilateral voltage excitation of the winding 400.
the voltage monitoring circuit 436 provides basic error amplification to produce the error signal on line 440.
the voltage regulation loop contains a compensation block to shape the loop frequency response to provide for tight control of the average battery voltage.
the compensated amplifier output error signal on line 440 drives a pulse width modulator, or other two state modulator, which indirectly drives a full bridge output stage to provide the bi-directional current through winding 400 which is connected a ⁇ oss the center taps of the bridge.
Logic circuit 448 modifies the output of primary circuit 444 to allow a third state of voltage excitation of near zero voltage applied to the winding 400 whenever the field current magnitude is being de ⁇ eased.
Primary control signals from primary circuit 444 act to directly turn on the diagonally located pair of bridge switches. However a zero voltage excitation is employed whenever the magnitude of the field current is to de ⁇ ease.
this FET is kept off during the decaying current in order to allow the voltage across the FET's intrinsic diode to provide a simple indicator of the presence of decaying field current.
the nonlinear diode characteristic provides a reasonable voltage level even for small currents. This allows the use of a simple voltage comparator in the form of comparators 546 and 548, to indicate the presence of field current.
the intrinsic diode voltage is more negative than a threshold set by reference voltage source 438 and the resistor divider below that point, the presence of reverse current is indicated.
the primary control loop contains the voltage monitoring circuit 436 monitoring the output on line 434 and includes an error amplifier operating on the difference between the battery voltage and the reference 438.
the amplified error signal drives a pulse width modulator, or other two state modulator, incorporated in primary circuit 444 to produce the primary control signals, which include the PWM signal at the output of the two state modulator, the inverted PWM signal and delayed copies of those two signals.
the primary PWM control signal switches between the on state and the off state. During the on state it is set to turn on one diagonal pair and the opposite diagonal pair during the off state and vice versa. Because of the two state basic step up, digital logic is preferred for implementing the control system.
the actual switch commands are modified by delays, inhibits and other signals to produce a more complex switching structure and avoid negative bus current as des ⁇ ibed below.
the appropriate diagonal bridge pair When in ⁇ easing the instantaneous magnitude of field current through the winding 400, the appropriate diagonal bridge pair is fully on. However, to avoid negative current steps into the bus, the bridge operates to let the field current decay naturally in a circulating current loop containing only the lower switches rather than forcing a more rapid decay with reverse excitation from the bus. To set up this natural decay, both the upper bridge elements are off and the decaying field current circulates in the lower bridge elements. One lower bridge element conducts in a forward direction while the other conducts in reverse.
threshold comparators on each lower switch indicate the presence of reverse current (decaying field current) in that device and that logic signal is used to perform the following steps: a) The FET drive on the reverse conducting switch is inhibited to avoid interfering with the threshold voltage measurement; b) The turn off drive on the new upper diagonal switch is inhibited because the switch below it will be on for the circulating decay current; c) The drive on the other lower FET will be forced to remain on to carry the decaying circulating current; d) If the primary control signals return to their original state before the field current goes to zero, the original diagonal pair of output devices will come back on and the magnitude of field current begins to in ⁇ ease again. This is the normal mode of operation when operating at constant speed and fixed loads.
the system will operate between driving the field winding with the bus voltage in one state and having the field decay with circulating currents in the lower FETs for the other state.
This full drive voltage followed by zero drive voltage operates in the same manner independent of the direction of the average field current.
the alternator will cycle between the forward polarity mode and the decay mode (more specifically, -36-
the alternator When the alternator is operating at relatively high speeds, the alternator will cycle between the reverse polarity mode and the decay mode (more specifically, between the reverse polarity mode and the reverse decay mode). During these normal cycles between the forward or reverse polarity mode and the decay mode, the primary control signal on line 518 will be alternating between the on and off states. e) Only when the field current goes to zero before the primary signal on line 518 returns to its original state does the opposite bridge pair come on and the current in the rotor winding 400 change direction. This type of operation will occur if the average field current is near zero or if the alternator speed or load changes abruptly.
Fig. 13A provides a circuit diagram of the preferred embodiment of a temperature monitoring voltage regulator in accordance with the present invention.
the circuit illustrated substantially corresponds to the circuit diagram of the three- state voltage regulator shown in Fig. 13, except that the voltage monitoring circuit 436 has been modified to replace resistor 508 with temperature sensor 509.
Temperature sensor 509 is mounted in thermal contact with the hybrid alternator so that it can monitor the alternator temperature, and has a variable resistance that is a function of temperature.
a preferred location for mounting temperature sensor 509 is on a common heatsink with the output diodes 422-432. Other mounting locations are also suitable. Generally, a mounting location near the most heat sensitive components of the alternator or near the location where the most heat is produced by the alternator is preferred.
the function of the temperature sensor 509 is to adjust the error signal at the output of the voltage monitoring circuit (on line 440) whenever the alternator approaches or exceeds a preset alternator temperature.
the temperature sensor 509 is preferably a thermistor with a positive temperature coefficient (PTC). This type of PTC thermistor sensor has a resistance that is a nonlinear function of temperature. At temperatures below a ⁇ itical temperature, the PTC thermistor has a relatively constant resistance.
This constant resistance appears in the resistive voltage divider formed by resistors 504, 506 and the sensor 509, and the voltage regulator acts in exactly the manner des ⁇ ibed in connection with Fig. 13 incorporating resistor 508.
the error amplifier 510 sees this voltage in ⁇ ease as an apparent in ⁇ ease in the output voltage of the alternator, and begins to de ⁇ ease the output voltage in response.
the output voltage drops, the output power of the alternator decreases and the alternator temperature being sensed de ⁇ eases.
the result is that the alternator can produce significantly more power than its rated output for as long as the thermistor temperature remains below its ⁇ itical temperature.
any desired maximum operating temperature for the hybrid alternator may be set.
An appropriately designed hybrid alternator constructed with a temperature monitoring regulator of the type des ⁇ ibed will be able to continuously provide its full rated power output at any engine speed and at any ambient temperature. It will be able to provide this power from the instant the engine first begins to turn the alternator.
the hybrid alternator At speeds above idling speed, the hybrid alternator will be able to provide significantly more than its full rated power output. Even under worst case high ambient temperatures extra output is available for a short time until the alternator reaches its maximum operating temperature set by the temperature sensor and the design of the voltage regulator. Thereafter it will be limited by the design cooling of the alternator and will be able to continuously produce its full rated output.
the alternator Under cooler ambient temperatures than the worst case conditions, the alternator will be able to continuously produce greater than its rated output. This assumes that the engine is turning sufficiently fast that the alternator output is not limited by the magnetic flux the rotor windings can produce in combination with the permanent magnets.
the temperature monitoring voltage regulator will reduce the alternator voltage output.
the alternator's power output is reduced just enough to continuously hold the alternator at or near the ⁇ itical temperature of the thermistor, i.e. at the maximum safe operating temperature of the alternator. In this way the alternator is protected against damage from overheating when its rated output is exceeded.
NTC negative temperature coefficient
variable resistance of a temperature sensor may be used to modify the reference voltage seen by the error amplifier at the other input to error amplifier 510. This could be accomplished by using a resistive bridge similar to the resistive bridge shown in Fig. 13A, except placing that bridge at the non- inverting input of the error amplifier and applying the reference voltage a ⁇ oss the bridge. The variable resistance due to temperature would then vary the reference voltage and thereby modify the error signal to control the output voltage and output power.
thermocouples thermocouples
temperature sensitive diodes thermocouples
additional circuitry as needed
a two state voltage regulator design as shown in Fig. 4
the modification necessary to implement the invention in a two state voltage regulator design corresponds exactly to the modification des ⁇ ibed above for the three state design.
a resistive bridge is formed with a sensor having a nonlinear variable resistance as a function of temperature, and the bridge is used at one of the inputs to the summing circuit 82 either to modify the sensed alternator output voltage or to modify the reference voltage. In either case the resistive bridge is arranged to de ⁇ ease the output voltage of the alternator as the maximum desired operating temperature is reached.
the voltage regulator illustrated in Fig. 13 incorporates a unique method of suppressing voltage transients, such as those generated in a classic "load dump" situation well known in the automotive industry.
Load dump is a situation where a heavy battery load is suddenly switched off or when the battery itself is disconnected while drawing heavy current. In this situation a suppresser device is required to handle the inductive energy stored in the alternator windings.
the present voltage regulator uses a signal level zener diode 580 with directing diodes 582, 584, 586 and 588 that turn on the bridge FET diodes so that the bridge FETs can absorb the transient.
FET devices are able to handle large power impulses effectively and thus the bridge arrangement when properly controlled in a transient voltage situation allows these devices to perform a dual function.
the remaining transistors and inverters 590 and 592 are drive circuitry which drives the various FETs in the bridge circuit.
the upper power FETs 534 and 536 are directly driven with conventional NPN/PNP level translation circuitry.
the PNP transistors 594 and 596 nearest the FET gates provide active gate pull down.
the FETs are turned on and off relatively slowly with the circuitry shown to minimize interference.
the field current modulation can produce current steps in the alternator output ranging between full alternating field current and zero. Since the alternator has a finite output inductance, it cannot change its current instantly.
zener diode 580 and its associated diodes 582-588 protects the FETs from reaching their breakdown voltage should be short voltage excursions exceed the clamp voltage.
a clamp voltage of about 27 volts is used.
Inverters 590 and 592 are arranged as two charge pump oscillators.
the oscillators, with the rectifying and related circuitry generally indicated with arrows 591 and 593 provide a voltage higher than the battery voltage on line 595 for driving the upper power FETs to switch the battery voltage.
Fig. 14 illustrates a novel wiring arrangement for a hybrid alternator in which the rotor winding 600 is connected to the neutral point connection of the stator windings 602, 604 and 606.
the rotor winding 600 of a hybrid alternator must be supplied with a forward polarity voltage to in ⁇ ease the alternator output voltage and a reverse polarity voltage to de ⁇ ease the alternator output.
This polarity reversal is achieved in the three state voltage regulator shown in Fig. 12 with a bridge circuit which alternately turns on opposite diagonal pairs of switches in a four element bridge circuit. One pair connects the rotor winding between full battery voltage and ground to produce the forward current, and the diagonally opposite pair connects the rotor winding between full battery voltage and ground with the opposite polarity to induce reverse current flow through the winding.
the bridge circuit requires at least four switching elements to accomplish this polarity reversal. In the circuit shown in Fig.
a first end of the rotor winding 600 is connected to the neutral point 608 of the stator winding and the second end is connected to a switching circuit 624 in a voltage regulator 642.
the neutral point 608 of the alternator of Fig. 14 is at the center point of the three individual stator windings 602, 604 and 606.
Multiphase windings composed of different numbers of individual stator windings connected together at one end to form a star may also be used.
the multiphase stator winding is conventionally rectified in a multiphase bridge rectifier composed of diodes 612-622.
a forward current can be induced in the rotor winding 600 simply by connecting the opposite end of the rotor winding to the positive end of the battery 610.
the opposite end can be connected to ground.
the current applied to the rotor winding in this configuration is less than the voltage applied in a bridge configuration, the current may be made comparable by adjusting the number of turns and the impedance of the rotor winding to produce the desired magnetic flux.
the switching of the second end of the rotor winding between battery and ground is accomplished with a switching circuit 624 that needs only two switches 626 and 628.
the operation of switches 626 and 628 is controlled by a control circuit 630 over primary control lines 632 and 634.
Control circuit 630 closes switch 626 and opens switch 628 to apply a forward polarity voltage to the rotor winding 600.
Switch 626 is opened and switch 628 is closed to apply a reverse polarity voltage to the rotor winding 600.
a monitoring circuit 636 monitors the output voltage over line 638 by comparing the output voltage to a reference voltage 640.
the voltage regulator 642 is essentially a two state PWM voltage regulator of the basic type previously des ⁇ ibed. However, instead of using the primary control signals to turn on and off diagonal pairs of switches in a bridge circuit, the primary control signals are used to turn on and off only two individual switches 626 and 628.
the neutral point connected hybrid alternator has a further advantage that the alternator field current automatically goes to zero at zero speed.
the ajternator drive does not have to be disabled to turn off alternator current when the ignition is turned off.
the control electronics may be designed to consume very little power, and thus may be left continuously on without risk of discharging the battery.
the neutral point connected hybrid alternator achieves the automatic interlock function previously described in which the regulator is automatically powered when the alternator begins to rotate and automatically unpowered when the alternator stops rotating.
the control circuit 630 may be a simple two state hysteresis amplifier, a simple inverter with hysteresis, a comparator or operational amplifier with feedback to produce hysteresis, a standard pulse width modulator, etc.
the neutral point connected rotor winding may also be driven with a linear drive in which the current is smoothly varied between a forward maximum and a reverse maximum using alternative control systems.
Hybrid alternator 700 includes a stator 702 having a longitudinal stator region 704.
a three phase stator winding 706 (also the same as winding 706 shown in Fig. 4) extends through slots 708 formed on the interior of stator 700.
a rotor 710 is mounted for rotation within stator 702 on shaft 712. -42-
Rotor 710 comprises core 714 (indicated by the area within the circular dotted line in Fig. 17) and defines a plurality of magnetic rotor field poles 716. Poles 716 are configured to have alternating north and south magnetic fields.
the rotor 710 may be conventionally formed from multiple thin laminations having the ⁇ oss-sectional shape seen in Fig. 17 stacked adjacently along rotor shaft 712. Alternately, the rotor field poles may be constructed using solid cast magnetic material.
Fig. 17 is a ⁇ oss-section through stator region 704 of stator 702 within which rotor 710 rotates.
Two (2) of the magnetic poles 716 include permanent magnet 718 mounted on the end thereof to define permanent magnetic poles 716a and 716b.
the remaining magnetic poles are wound field rotor poles and have rotor windings 720 wherein alternate poles positioned between poles 716a and 716b are wound in opposite directions to produce alternating north and south magnetic fields.
Permanent magnets 718 have a "bread-loaf" shape that matches the curve or perimeter of rotor 710.
the rotor field pole bodies that are part of the permanent magnetic poles are preferably tapered as shown in Fig. 17.
the pole bodies may also be configured to have a uniform width, or other geometric shapes may be used.
Fig. 17 shows rotor 710 having ten (poles) 716 wherein two (2) poles are permanent magnetic poles diametrically positioned, alternate configurations may also be used. For example, alternate designs may utilize more or less than two (2) permanent magnetic poles.
the position of these poles with respect to one another may be varied.
Each magnet 718 is magnetized through its thickness and mounted such that the direction of magnetization extends radially as indicated by arrow 721 , i.e., in a direction which is perpendicular or radial to shaft 712 and normal to the large faces of magnets 718.
the magnets are held in openings in rotor laminations 715 around the perimeter of rotor 710. Referring to Fig. 17A, it is preferred that magnets 718 are secured to rotor field pole body 717 via s ⁇ ew 719 that is counter- sunk to be flush with the top surface of magnet 719.
the permanent magnets 716a, 716b are fabricated from the same materials discussed above for the other embodiments shown in Figs. 1-3.
Laminations 715 include multiple openings 722 to reduce weight and allow for cooling air flow through the alternator.
Fig. 18 is a view similar to Fig. 17 of a further alternator embodiment.
Alternator 750 is similar to alternator 700 and includes stator 702 having a longitudinal stator region and rotor 752.
Rotor 752 comprises core 754 (indicated by the area within the dotted line in Fig. 18) and defines a plurality of rotor field poles 756.
Poles 756 are configured to have alternating north and south magnetic fields.
Rotor 754 may be conventionally formed from multiple, thin laminations having the ⁇ oss-sectional shape seen in Fig. 18 stacked adjacently along rotor shaft 712.
the rotor field poles may be constructed using solid cast magnetic material.
the laminations include multiple openings 755 to reduce weight and allow for cooling air flow through the alternator.
Magnetic poles 756a and 756b are permanent magnet poles and include permanent magnets 758a and 758b, respectively.
Permanent magnet 758a is mounted between body portion 760a and pole shoe 762a.
permanent magnet 758b is mounted between body portion 760b and pole shoe 762b.
the placement of the permanent magnets between the pole body and the pole shoe improves the mechanical integrity of rotor 752 and reduces vibrations during rotation of the rotor.
the remaining magnetic poles of rotor 752 are wound field rotor poles and have rotor windings 764 wherein alternate poles positioned between poles 756a and 756b are wound in opposite directions to produce alternating north and south magnetic fields.
Permanent magnets 758a and 758b have a substantially rectangular shape.
Pole shoes 762a, 762b have a "bread-loaf shape that matches the curve or perimeter of rotor 710.
Fig. 18 shows rotor 752 having ten (10) poles wherein two (2) of the poles are permanent magnetic poles diametrically positioned
alternate configurations may be used.
alternate designs may utilize more or less than two (2) permanent magnets.
the position of the magnets with respect to one another may be varied.
permanent magnet 758a and 758b are magnetized through its thickness and mounted such that the direction of magnetization extends radially as indicated by arrow 721, i.e., in a direction which is perpendicular to shaft 712 and normal to the large faces of the magnets.
pole shoe 762a and magnet 758a are secured to rotor pole body 760a via s ⁇ ew 719 that is counter-sunk to be flush with the top surface of pole 762a.
Pole shoe 762b and magnet 758b are secured to pole body 760b in the same manner.
Alternator 800 includes stator 802 which has a longitudinal stator region and a rotor 808 which is mounted for rotation within stator 802 on a shaft.
a three phase stator winding 804 extends through slots 806 formed on the interior of stator 802.
Rotor field poles 810 radially extend form rotor core 812 which is defined as the area within the dotted line.
Poles 810 are magnetic poles wherein adjacent ones of the poles 810 produce alternating north and south magnetic fields.
Poles 810a-d are permanent magnet poles and are formed by magnets 814a and 814b.
Magnet 814a is contiguous to and mounted between poles 810a and 810b.
the permanent magnets 814a and 814b effect a magnetic field that is oriented circumferentially relative to the rotor core rotational axis.
the magnetic field is indicated by arrow 815 in Fig. 19.
Magnet 814a is mounted between poles 810a and 810b in a manner such that magnet 814a is within the rotor perimeter.
Non-magnetic spacer 816a magnetically isolates permanent magnet 814a from rotor core 812.
Spacer 816a can be fabricated from non-magnetic material such as aluminum. However, an air gap or space may also be used without any non-magnetic material.
magnet 814b is contiguous to and mounted between poles 810c and 81 Od.
Magnet 814b is mounted between poles 810c and 81 Od in a manner such that magnet 814b is within the rotor perimeter.
Non-magnetic spacer 816b isolates permanent magnet 814b from rotor core 812.
magnets 814a and 814b effect two (2) pairs of adjacent permanent magnet poles.
the remaining rotor poles have rotor windings 818 arranged such that alternate poles are wound in opposite directions to produce alternating north and south magnetic fields.
rotor 808 offers significant advantages.
One advantage is that since magnets 814a and 814b are directly in series with the near half of the steel rotor poles 810a and 810b, and the far half of poles 810a and 810b may be utilized with the adjacent wound field poles on either side of the permanent magnet pole pair.
the permanent magnet poles 810a and 810b do not magnetically present a high reluctance to the adjacent wound fields.
permanent magnets 814a and 814b may be realized by low cost ferrite magnets.
the aforementioned advantages also apply to the permanent magnet pole pair comprised of poles 810c, 81 Od and permanent magnet 814b.
FIG. 17 shows rotors 710, 752 and 808, respectively, using ten (10) rotor field poles, the rotors may be configured to define more or less than ten (10) rotor field poles.
alternator hybrid alternator embodiments of Figs. 17-19 may be operated with a field regulator that can be operated in bucking and boosting modes des ⁇ ibed above. Furthermore, the alternate hybrid alternator embodiments of Fig. 17-19 may be used with the two (2) and three (3) state voltage regulators des ⁇ ibed above. Additionally, the hybrid alternators of Fig. 17-19 may be configured as neutral point connected alternators as des ⁇ ibed above. Referring to Fig. 19a, a further embodiment of the alternator of the present invention is shown. Alternator 900 includes stator 902 which has a longitudinal stator region and a rotor 908 which is mounted for rotation within stator 902 on a shaft.
a three phase stator winding 904 extends through slots 906 formed on the interior of stator 902. Twelve (12) rotor field poles 910 radially extend from rotor core 912. It is highly preferred that core 912 be non-magnetic in order to magnetically isolate permanent magnets 914a-f from rotor core 912. Such magnetic isolation prevents flux from flowing from a portion of a magnet having one polarity, through rotor core 912 and to a portion of another magnet having an opposite polarity. For example, non-magnetic core 912 prevents flux from flowing through core 912 and between the S-pole of magnet 914a and the N-pole of magnet 914c.
core 912 is fabricated from a non-magnetic material such as aluminum, copper, brass, plastic and ceramic. As shown in Fig. 19A, non-magnetic core 912 has a pair of PCI7US96/03914
Poles 910 are magnetic poles wherein adjacent ones of the magnetic poles 910 produce alternating north and south magnetic fields.
Poles 910a-h are permanent magnet poles and are formed by magnets 914a-f.
Magnet 914a is contiguous to and mounted between poles 910a and 910b.
Magnet 914 b is contiguous to and mounted between poles 910b and 910c and magnet 914c is contiguous to and mounted between poles 910c and 91 Od.
magnet 914d is contiguous to and mounted between poles 91 Oe and 91 Of.
Magnet 914e is contiguous to and mounted between poles 91 Of and 91 Og
magnet 914f is contiguous to and mounted between poles 91 Og and 91 Oh.
Magnets 914a-c effect four (4) adjacent and contiguous permanent magnet poles.
magnets 914d-f effect four (4) adjacent and contiguous permanent magnet poles that are diametrically position in relation to the permanent magnet poles produced by magnets 914a-c.
the remaining four (4) rotor poles comprise electromagnetic poles 910i-l.
Poles 91 Oi and 91 Oj are diametrically positioned in relation to poles 9101 and 910k, respectively.
Poles 910i-l have rotor windings 918 arranged such that alternate poles are wound in opposite directions to produce alternating north and south magnetic fields.
Magnets 914a-f are mounted between the poles in a manner such that magnets 914a-f are within the rotor perimeter. Permanent magnets 914a-f effect a magnetic field that is oriented circumferentially relative to the rotor core rotational axis. Thus, magnets 914a-f are magnetized transversely a ⁇ oss the narrow, but variable, dimension thereof (see arrow 915 in Fig. 19a). Such a magnet configuration is referred to herein as the "focused flux configuration.” Alternator 900 offers significant advantages.
magnets 914a and 914c are directly in series with the near half of the steel rotor poles 910a and 91 Od, respectively, the far half of poles 910a and 91 Od may be utilized with adjacent wound field poles 910k and 91 Oi, respectively. Furthermore, the permanent magnet poles 910a and 910d do not magnetically present a high reluctance to the adjacent wound fields. Similarly, magnets 914d and 914f are directly in series with the near half of the steel rotor poles 91 Oe and 91 Oh, respectively. Thus, the far half of poles 91 Oe and 91 Oh may be utilized with adjacent wound field poles 9101 and 91 Oj, respectively.
Permanent magnet poles 91 Oe and 91 Oh also do not magnetically present a high reluctance to the adjacent wound fields.
Another advantage of such a configuration as des ⁇ ibed above is that magnets 914a-f do not interfere with the wound field flux.
a further advantage of alternator 900 is that twelve (12) rotor poles provide an output frequency that can be used to implement a variety of electronic functions associated with the operation of motor vehicles such as an automobile.
permanent magnets 914a-f may be realized by low cost ferrite magnets such as sintered ferrite. However, other types of magnets also may be utilized such as bonded neodymium, bonded ferrite or samarium cobalt.
the wound field pole bodies of poles 910i-l are circumferentially positioned on rotor core 912 by a predetermined distance and pole shoes 920a-d are positioned on the wound field pole bodies in a manner such that all twelve (12) pole shoes are equidistantly spaced, relative to one another, around the rotor circumference.
Such a configuration provides significantly more field winding space for the two (2) pairs of adjacent wound field poles 91 Oi, 91 Oj and 910k, 9101, thereby in ⁇ easing the available excitation ampere-turns and the power density of the alternator.
pole bodies are asymmetrically spaced so as to in ⁇ ease the space available for receiving windings and in ⁇ ease air flow in the areas between adjacent wound field coils (poles 910i, 91 Oj and 910k, 9101) thus reducing the operating temperature of the alternator.
the pole bodies of the rotor field poles positioned between a magnet and a wound field pole such as poles 910a, 91 Od, 91 Oe and 91 Oh, have a geometric shape (length and width) that corresponds to the resultant summation of flux contributed by the magnet on one side, and the wound field pole on the other side.
poles 910a, 910d, 910e, and 910h are referred to as contribution poles.
the geometrical shape of the pole bodies of poles 910a, 91 Od, 91 Oh and 91 Oe are chosen so as to allow the poles to carry a predetermined pole flux.
the geometrical shape of the pole body of poles 910a, 910d, 910e and 91 Oh may be different than the pole bodies of the poles positioned between the magnets or the pole bodies of the wound field poles. For example, as shown in Fig. 19a, the 1
poles 910a, 910d, 910e and 910h are different than the pole body width used for the poles positioned between magnets since the body of poles 910a, 901 d, 91 Oe and 91 Oh do not taper as does the pole body of pole 910c.
the single-stack hybrid alternator embodiments shown in Fig. 19a offers the following significant advantages: a) reduced complexity of design.
the design configuration of Fig. 19a eliminates stator insulating spacer 52 as shown in Fig. 1; b) overall reduction in size of the alternator; c) improved cooling and ventilation of the alternator thereby reducing the probability of overheating; d) reduced manufacturing costs; e) a power density that is substantially the same as the double-stacked configuration shown in Fig. 1; f) outputs a frequency that can be used to implement electronic functions necessary for the operation of a motor vehicle; g) can utilize low cost ferrite magnets; and h) prevents unusable flux from flowing through the rotor core.
the rotor may be configured to define more or less than twelve (12) rotor field poles.
the rotor may b configured to define 8, 10 or 14 rotor field poles.
the hybrid alternator embodiment of Fig. 19a may be operated with a field regulator that can be operated in bucking and boosting modes des ⁇ ibed above. Furthermore, the hybrid alternator Fig. 19a may be used with the two (2) and three (3) state voltage regulators des ⁇ ibed above. Additionally, the hybrid alternator of Fig. 19a may be configured as a neutral point connected alternator as described above.
rotor field pole 850 comprises body portion 852 and pole shoe portion 854.
Body portion 852 radially extends from rotor core 856 to and end surface 858.
Body portion 852 has a longitudinal axis substantially parallel to shaft 860, a longitudinal length LI and a width WI .
Pole shoe portion 854 is attached to end surface 858, has a longitudinal length L2 that is greater than body portion length LI, and a width W2.
body portion 852 is indented along its entire perimeter from pole shoe portion 854 by a distance A.
Dotted line 853 in Figs. 21 and 22 represents the perimeter of body portion 852.
Rotor field pole 850 may be fabricated from a cast, high permeability steel piece wherein the indentations are directly formed by casting or by machining.
An alternate indented rotor field pole configuration is shown in Fig. 23.
Rotor field pole 862 is comprised of end caps 864a, 864b and central body portion 866. Caps 864a, 864b are rigidly attached to central body portion 866.
the center body portion has a longitudinal length L3 and each cap has a longitudinal length of L4.
the overall longitudinal length of central body portion 862 is L1 , which is the same as pole 850, and is the sum of L3 + 2xL4.
Cap 864a comprises an end portion 865a and a body portion 867a.
Body portion 867a and end portion 865a have lengths L4 and L5, respectively.
the difference in length between L5 and L4 is represented by the letter A.
body portion 867a is indented from end portion 865a by a distance A.
cap 864b comprises end portion 865b and a body portion 867b.
Body portion 867b and end portion 865b have lengths L4 and L5, respectively.
the difference in length between L5 and L4 is represented by the letter A.
body portion 867b is indented from end portion 865b by a distance A for the entire perimeter of body portion 866.
the indentation distance A can be varied according to the number of required turns of the rotor field windings and/or whether it is desired to have the windings extend beyond the stator wound field stack section.
the indentation on both ends of the rotor field provide a natural winding support on either end of the rotor pole thus making unnecessary the use of round, pole shoe support pins.
an in ⁇ ease in the number of rotor field poles can be realized since the rotor field poles can be wound such that the windings do not extend beyond edges 854a, 854b and 854c of rotor field pole 852, or edges 869a, 869b and 869c of pole 862, thereby allowing the rotor field poles to be spaced closer together. This feature also allows wound field portion 24 to be positioned closer to -50-
the permanent magnet rotor portion 38 of the alternator of Fig. 1 Since the perimeter of the pole body is reduced, the net mean turn of the rotor windings is reduced. Therefore, less wire is required than conventional pole bodies. A reduction in the amount of wire also effects a de ⁇ ease in resistance to current flowing through the windings thereby reducing power consumption. Additionally, the reduction in the amount of wire also reduces weight and cost to manufacture the rotor. Furthermore, the reduction in the amount of wire reduces the wound field winding thickness thereby facilitating heat transfer from the winding. This improves heat conduction and reduces the probability of over heating.

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Control Of Eletrric Generators (AREA)
Synchronous Machinery (AREA)
Permanent Magnet Type Synchronous Machine (AREA)
Permanent Field Magnets Of Synchronous Machinery (AREA)

PCT/US1996/003914 1995-03-31 1996-03-21 Hybrid alternator WO1996030992A1 (en)

Priority Applications (3)

Application Number	Priority Date	Filing Date	Title
EP96908889A EP0818077A4 (en)	1995-03-31	1996-03-21	HYBRID AC GENERATOR
AU52583/96A AU5258396A (en)	1995-03-31	1996-03-21	Hybrid alternator
JP08529530A JP2000517150A (ja)	1995-03-31	1996-03-21	ハイブリッド交流発電機

Applications Claiming Priority (4)

Application Number	Priority Date	Filing Date	Title
US08/414,350 US5753989A (en)	1993-06-14	1995-03-31	Hybrid alternator
US08/414,350		1995-03-31
US08/616,106 US5747909A (en)	1996-03-14	1996-03-14	Hybrid alternator
US08/616,106		1996-03-14

Publications (1)

Publication Number	Publication Date
WO1996030992A1 true WO1996030992A1 (en)	1996-10-03

Family

ID=27022510

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
PCT/US1996/003914 WO1996030992A1 (en)	1995-03-31	1996-03-21	Hybrid alternator

Country Status (9)

Country	Link
EP (1)	EP0818077A4 (zh)
JP (1)	JP2000517150A (zh)
CN (1)	CN1065684C (zh)
AU (1)	AU5258396A (zh)
CA (1)	CA2216834A1 (zh)
IL (1)	IL117673A0 (zh)
TR (1)	TR199701076T1 (zh)
TW (1)	TW330353B (zh)
WO (1)	WO1996030992A1 (zh)

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
EP0812058A2 (en) *	1996-06-05	1997-12-10	Denso Corporation	Generating system including generator having permanent magnet
EP0932245A1 (fr) *	1998-01-26	1999-07-28	Valeo Equipements Electriques Moteur	Machine électrique à double excitation, et notamment alternateur de véhicule automobile
EP0932244A1 (fr) *	1998-01-26	1999-07-28	Valeo Equipements Electriques Moteur	Machine électrique à double excitation, et notamment alternateur de véhicule automobile
FR2775849A1 (fr) *	1998-03-09	1999-09-10	Valeo Equip Electr Moteur	Machine electrique a double excitation, et notamment alternateur de vehicule automobile
WO1999067871A1 (fr) *	1998-06-25	1999-12-29	Valeo Equipements Electriques Moteur	Machine tournante, tel qu'un alternateur pour vehicule automobile
FR2780579A1 (fr) *	1998-06-25	1999-12-31	Valeo Equip Electr Moteur	Machine tournante, tel qu'un alternateur pour vehicule automobile
GR990100201A (el) *	1999-06-17	2001-02-28		Γεννητρια εναλλασσομενου ρευματος ειδικα ηλεκτρονικα ελεγχομενης διεγερσης σταθερης η και μεταβλητης επιλεγομενης συχνοτητας και μορφης ανεξαρτητως των στροφων της κινητηριου μηχανης
WO2002054566A1 (fr) *	2001-01-05	2002-07-11	Valeo Equipements Electriques Moteur	Machine tournante perfectionnee pour vehicule automobile
EP1078438B1 (fr) *	1999-03-22	2007-02-28	Valeo Equipements Electriques Moteur	Machine tournante comportant des aimants de compositions differentes
WO2008104429A2 (de) *	2007-02-26	2008-09-04	Robert Bosch Gmbh	Generatorvorrichtung mit einstellbarer abregelschwelle
US7604385B2 (en)	2003-10-31	2009-10-20	Valeo Vision	Lighting module for a vehicle headlight
EP1057242B1 (fr) *	1998-12-18	2011-06-08	Valeo Equipements Electriques Moteur	Machine electrique tournante a aimants permanents et a reluctance possedant une construction perfectionnee
US8130478B2 (en)	2009-04-07	2012-03-06	Deere & Company	Power limiting system for multiple electric motors
WO2011151138A3 (de) *	2010-05-31	2012-09-13	Robert Bosch Gmbh	Elektrische maschine mit reduzierter geräuschentwicklung
EP2107664A3 (en) *	2008-04-02	2012-10-24	Hamilton Sundstrand Corporation	Permanent magnet electric generator with variable magnetic flux excitation
EP2028744A4 (en) *	2006-06-14	2016-12-28	Gamesa Innovation & Tech Sl	ELECTRICAL PERMANENT MAGNETIC ROTOR WITH LOW INERTIA
EP2264888A3 (de) *	2009-06-18	2017-06-28	Robert Bosch GmbH	Anordnung zum Betreiben einer elektrischen Maschine
RU2680147C1 (ru) *	2018-06-14	2019-02-18	федеральное государственное бюджетное образовательное учреждение высшего образования "Национальный исследовательский университет "МЭИ" (ФГБОУ ВО "НИУ "МЭИ")	Способ стабилизации напряжения генератора с изменяющейся частотой вращения вала и комбинированным возбуждением

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JP4489002B2 (ja)	2005-10-26	2010-06-23	三菱電機株式会社	ハイブリッド励磁回転電機、及びハイブリッド励磁回転電機を備えた車両
JP4982800B2 (ja)	2007-09-27	2012-07-25	本田技研工業株式会社	車両用発電機
GB0902390D0 (en) *	2009-02-13	2009-04-01	Isis Innovation	Electric machine - flux
TWI509941B (zh)	2013-06-05	2015-11-21	Universal Scient Ind Shanghai	電壓調節器、其運作方法以及電壓調節系統
CN103513575B (zh) *	2013-10-08	2017-04-19	广东工业大学	一种高速机构减小残余振动的s型运动曲线规划方法
CN103762810A (zh) *	2014-02-18	2014-04-30	山东理工大学	电动汽车用隐形磁极稀土永磁驱动电机
DE102014219468A1 (de) *	2014-09-25	2016-03-31	Siemens Aktiengesellschaft	Schaltungsanordnung mit einem mindestens einen binären Eingang aufweisenden Steuergerät und zugehöriges Betriebsverfahren
KR101853657B1 (ko)	2014-11-27	2018-05-09	이래에이엠에스 주식회사	차량용 교류발전기의 레귤레이터
US9735718B2 (en) *	2015-06-29	2017-08-15	Infineon Technologies Ag	Alternator control with temperature-dependent safety feature
JP6304175B2 (ja) *	2015-08-19	2018-04-04	株式会社デンソー	電動機
CN105634230A (zh) *	2016-03-18	2016-06-01	山东理工大学	永磁与电磁混合励磁恒压轴向发电机
CN109149798B (zh) *	2018-09-20	2020-12-15	山东理工大学	电动汽车卷绕式定子铁心的永磁同步电机
JP7342536B2 (ja) *	2019-09-04	2023-09-12	Tdk株式会社	磁石温度情報出力装置及び回転電機
CN110545026A (zh) *	2019-09-20	2019-12-06	哈尔滨工业大学	定子励磁飞轮脉冲感应发电机***
CN111682703B (zh) *	2020-05-15	2021-12-31	岭东核电有限公司	用于无刷励磁*的旋转二极管状态监测*和方法
CN114337356A (zh) *	2022-01-05	2022-04-12	南京明捷动力科技有限公司	一种静电感应无刷交流发电机及其使用方法

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US4398140A (en) *	1979-09-18	1983-08-09	Mitsubishi Denki Kabushiki Kaisha	Control apparatus for charging generator
US4980595A (en) *	1987-11-23	1990-12-25	Chrysler Corporation	Multiple magnetic paths machine
US5132581A (en) *	1990-02-26	1992-07-21	Nippondenso Co., Ltd.	AC generator with annular permanent magnets
US5177391A (en) *	1990-03-14	1993-01-05	Nippondenso Co., Ltd.	Power generating apparatus
US5198744A (en) *	1990-06-21	1993-03-30	Robert Bosch Gmbh	Apparatus and method for controlling the output power of a generator to maintain generator temperature below an allowed limiting value
US5218251A (en) *	1991-10-28	1993-06-08	Allwine Jr Elmer C	Composite magnet stepper motor
US5254935A (en) *	1991-04-22	1993-10-19	Marelli Autronica S.P.A.	Monitoring circuit for a system for recharging a motor vehicle battery
US5298827A (en) *	1991-11-26	1994-03-29	Mitsubishi Denki Kabushiki Kaisha	Permanent magnet type dynamoelectric machine rotor
US5374886A (en) *	1990-11-27	1994-12-20	Robert Bosch Gmbh	Voltage regulator for an alternator and method of regulating voltage generated by an alternator
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JPH05236714A (ja) *	1992-02-18	1993-09-10	Yaskawa Electric Corp	永久磁石形同期電動機
JPH05304752A (ja) *	1992-04-23	1993-11-16	Fuji Electric Co Ltd	電気自動車駆動用交流電動機
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1996
- 1996-03-21 TR TR97/01076T patent/TR199701076T1/xx unknown
- 1996-03-21 AU AU52583/96A patent/AU5258396A/en not_active Abandoned
- 1996-03-21 EP EP96908889A patent/EP0818077A4/en not_active Withdrawn
- 1996-03-21 CN CN96194287A patent/CN1065684C/zh not_active Expired - Fee Related
- 1996-03-21 WO PCT/US1996/003914 patent/WO1996030992A1/en not_active Application Discontinuation
- 1996-03-21 JP JP08529530A patent/JP2000517150A/ja not_active Ceased
- 1996-03-21 CA CA002216834A patent/CA2216834A1/en not_active Abandoned
- 1996-03-27 IL IL11767396A patent/IL117673A0/xx unknown
- 1996-04-05 TW TW085103984A patent/TW330353B/zh active

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US4398140A (en) *	1979-09-18	1983-08-09	Mitsubishi Denki Kabushiki Kaisha	Control apparatus for charging generator
US4980595A (en) *	1987-11-23	1990-12-25	Chrysler Corporation	Multiple magnetic paths machine
US5132581A (en) *	1990-02-26	1992-07-21	Nippondenso Co., Ltd.	AC generator with annular permanent magnets
US5177391A (en) *	1990-03-14	1993-01-05	Nippondenso Co., Ltd.	Power generating apparatus
US5198744A (en) *	1990-06-21	1993-03-30	Robert Bosch Gmbh	Apparatus and method for controlling the output power of a generator to maintain generator temperature below an allowed limiting value
US5374886A (en) *	1990-11-27	1994-12-20	Robert Bosch Gmbh	Voltage regulator for an alternator and method of regulating voltage generated by an alternator
US5254935A (en) *	1991-04-22	1993-10-19	Marelli Autronica S.P.A.	Monitoring circuit for a system for recharging a motor vehicle battery
US5218251A (en) *	1991-10-28	1993-06-08	Allwine Jr Elmer C	Composite magnet stepper motor
US5298827A (en) *	1991-11-26	1994-03-29	Mitsubishi Denki Kabushiki Kaisha	Permanent magnet type dynamoelectric machine rotor
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Cited By (31)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
US6043632A (en) *	1996-06-05	2000-03-28	Denso Corporation	Generating system including generator having permanent magnet
EP0812058A3 (en) *	1996-06-05	1998-02-04	Denso Corporation	Generating system including generator having permanent magnet
EP0812058A2 (en) *	1996-06-05	1997-12-10	Denso Corporation	Generating system including generator having permanent magnet
FR2774228A1 (fr) *	1998-01-26	1999-07-30	Valeo Equip Electr Moteur	Machine electrique a double excitation, et notamment alternateur de vehicule automobile
US6037691A (en) *	1998-01-26	2000-03-14	Valeo Equipments Electriques Motoer	Dual excitation electrical machine, and especially motor vehicle alternator
FR2774229A1 (fr) *	1998-01-26	1999-07-30	Valeo Equip Electr Moteur	Machine electrique a double excitation, et notamment alternateur de vehicule automobile
EP0932245A1 (fr) *	1998-01-26	1999-07-28	Valeo Equipements Electriques Moteur	Machine électrique à double excitation, et notamment alternateur de véhicule automobile
US6072257A (en) *	1998-01-26	2000-06-06	Valeo Equipements Electriques Moteur	Dual excitation electrical machine, and especially motor vehicle alternator
EP0932244A1 (fr) *	1998-01-26	1999-07-28	Valeo Equipements Electriques Moteur	Machine électrique à double excitation, et notamment alternateur de véhicule automobile
EP0942510A1 (fr) *	1998-03-09	1999-09-15	Valeo Equipements Electriques Moteur	Machine électrique à double excitation, et notamment alternateur de véhicule automobile
FR2775849A1 (fr) *	1998-03-09	1999-09-10	Valeo Equip Electr Moteur	Machine electrique a double excitation, et notamment alternateur de vehicule automobile
FR2780580A1 (fr) *	1998-06-25	1999-12-31	Valeo Equip Electr Moteur	Machine tournante, tel qu'un alternateur pour vehicule automobile
FR2780579A1 (fr) *	1998-06-25	1999-12-31	Valeo Equip Electr Moteur	Machine tournante, tel qu'un alternateur pour vehicule automobile
WO1999067871A1 (fr) *	1998-06-25	1999-12-29	Valeo Equipements Electriques Moteur	Machine tournante, tel qu'un alternateur pour vehicule automobile
US6271613B1 (en)	1998-06-25	2001-08-07	Valeo Equipment Electriques Moteur	Rotating machine, such as motor vehicle alternator
JP2002519976A (ja) *	1998-06-25	2002-07-02	バレオ、エキプマン、エレクトリック、モートゥール	モータ乗物のための交流発電機のような回転機械
EP1057242B1 (fr) *	1998-12-18	2011-06-08	Valeo Equipements Electriques Moteur	Machine electrique tournante a aimants permanents et a reluctance possedant une construction perfectionnee
EP1078438B1 (fr) *	1999-03-22	2007-02-28	Valeo Equipements Electriques Moteur	Machine tournante comportant des aimants de compositions differentes
GR990100201A (el) *	1999-06-17	2001-02-28		Γεννητρια εναλλασσομενου ρευματος ειδικα ηλεκτρονικα ελεγχομενης διεγερσης σταθερης η και μεταβλητης επιλεγομενης συχνοτητας και μορφης ανεξαρτητως των στροφων της κινητηριου μηχανης
US6784586B2 (en)	2001-01-05	2004-08-31	Valeo Equipments Electriques Moteur	Hybrid alternator with an axial end retainer for permanent magnets
FR2819350A1 (fr) *	2001-01-05	2002-07-12	Valeo Equip Electr Moteur	Machine tournante perfectionnee pour vehicules automobiles
WO2002054566A1 (fr) *	2001-01-05	2002-07-11	Valeo Equipements Electriques Moteur	Machine tournante perfectionnee pour vehicule automobile
US7604385B2 (en)	2003-10-31	2009-10-20	Valeo Vision	Lighting module for a vehicle headlight
EP2028744A4 (en) *	2006-06-14	2016-12-28	Gamesa Innovation & Tech Sl	ELECTRICAL PERMANENT MAGNETIC ROTOR WITH LOW INERTIA
WO2008104429A2 (de) *	2007-02-26	2008-09-04	Robert Bosch Gmbh	Generatorvorrichtung mit einstellbarer abregelschwelle
WO2008104429A3 (de) *	2007-02-26	2008-11-06	Bosch Gmbh Robert	Generatorvorrichtung mit einstellbarer abregelschwelle
EP2107664A3 (en) *	2008-04-02	2012-10-24	Hamilton Sundstrand Corporation	Permanent magnet electric generator with variable magnetic flux excitation
US8130478B2 (en)	2009-04-07	2012-03-06	Deere & Company	Power limiting system for multiple electric motors
EP2264888A3 (de) *	2009-06-18	2017-06-28	Robert Bosch GmbH	Anordnung zum Betreiben einer elektrischen Maschine
WO2011151138A3 (de) *	2010-05-31	2012-09-13	Robert Bosch Gmbh	Elektrische maschine mit reduzierter geräuschentwicklung
RU2680147C1 (ru) *	2018-06-14	2019-02-18	федеральное государственное бюджетное образовательное учреждение высшего образования "Национальный исследовательский университет "МЭИ" (ФГБОУ ВО "НИУ "МЭИ")	Способ стабилизации напряжения генератора с изменяющейся частотой вращения вала и комбинированным возбуждением

Also Published As

Publication number	Publication date
IL117673A0 (en)	1996-08-04
EP0818077A4 (en)	1999-01-07
EP0818077A1 (en)	1998-01-14
CN1065684C (zh)	2001-05-09
TW330353B (en)	1998-04-21
AU5258396A (en)	1996-10-16
TR199701076T1 (xx)	1998-02-21
JP2000517150A (ja)	2000-12-19
CA2216834A1 (en)	1996-10-03
CN1185868A (zh)	1998-06-24

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Publication	Publication Date	Title
US5747909A (en)	1998-05-05	Hybrid alternator
US5693995A (en)	1997-12-02	Hybrid alternator
US5753989A (en)	1998-05-19	Hybrid alternator
EP0746896B1 (en)	1999-09-15	Hybrid alternator with voltage regulator
US5710471A (en)	1998-01-20	Hybrid alternator with full output at idle
EP0818077A1 (en)	1998-01-14	Hybrid alternator
US5656922A (en)	1997-08-12	Vehicle based AC power system
US5397975A (en)	1995-03-14	Hybrid alternator
US8922086B2 (en)	2014-12-30	Electric machine having a hybrid-excited rotor
US7230399B2 (en)	2007-06-12	Vehicular generator-motor system
EP1627460B1 (en)	2010-11-17	Electric machine
US5663605A (en)	1997-09-02	Rotating electrical machine with electromagnetic and permanent magnet excitation
EP0812058B1 (en)	2001-10-10	Generating system including generator having permanent magnet
US7436098B2 (en)	2008-10-14	Current limiting means for a generator
Naidu et al.	1997	A high-efficiency high-power-generation system for automobiles
US6920023B2 (en)	2005-07-19	Current limiting means for a generator
JPH03265451A (ja)	1991-11-26	発電装置
JP3252808B2 (ja)	2002-02-04	発電装置
JP2003324916A (ja)	2003-11-14	車両用交流発電機