SI21586A - Alternating and direct current generator - Google Patents

Abstract

The alternating and direct current generator where between the driving engine (1), which is represented by an internal combustion engine, preferably a piston motor, serving to drive the mobile unit, in particular mobile homes, ship elevators, yachts, refrigerated trucks, agricultural machines, excavators, and the driving mechanism (7) a non-controlled alternating current generator (4) of variable voltage preferably from 14 V to 360 V is integrated and is shared with the flywheel (3) of the driving engine (1) within the flywheel chassis (4a), while the rotor (6) features permanent magnets, preferably magnets from rare earths. The generated voltage is of high-frequency, preferably exceeding 400 Hz at rated driving engine (1) rotations, linked via a connected rectifier (10) with attached voltage filter (18) to a DC-DC converter - controller (9), which is by its output connected in parallel to a direct-alternating converter with attached transformer (22) and direct current batteries (11, 12, 13), thus providing constant voltage of the alternating and direct currents with changeable engine rotating frequency even when the internal combustion engine is not running to operate the electric loads e.g. for lighting, hydraulic systems, heating elements, cooling generators, cooking appliances, which are not linked to the operation itself.

Description

The invention is a device for producing direct current and alternating current. The voltages generated are constant and are suitable for electrical consumers on mobile units with combustion engines.

AC, as opposed to direct current, has established itself as AC, since the loss of power, especially in long AC lines, is significantly less due to higher and easier way of conducting voltage than in DC with lower voltage: in particular at high voltage, the losses are even smaller. With increased losses, direct current is led at higher outputs at lower voltages, although an extremely large cross-section conductor must be used, while in high-voltage alternating currents this is not necessary, so that small losses can be achieved with a smaller cross-section. Most high-power devices, which are also required on some mobile units, are powered by alternating current with a voltage of 1 1 0/220 Volts and a frequency of 50/60 Hz.

For different mobile units such as ships, especially smaller and large yachts, motorhomes, cranes, refrigerated trucks, construction vehicles, excavators, agricultural machines, tractors, etc., there is a need for two different electrical systems. The first is a low-voltage DC system typically 12V or 24V for low power, which can be accumulated and used for starting combustion engines, lighting and smaller consumers. The second is a system for high power consumers operating on AC, typically with a high standard voltage of 1 10V or 220V. AC power can be operated by cranes, hydraulic systems for cranes, construction vehicles, excavators, agricultural machinery, tractors, etc., as well as simpler functions such as for ships, yachts, motor homes, heating units, refrigeration units and cooking appliances. For most of the aforementioned applications, a constant AC voltage with tolerances is required.

For small and medium-sized yachts, a self-propelled AC device is used, most often with a single-cylinder internal combustion engine that drives an alternator and from which high AC power can flow. The alternating current is routed by means of a rectifier; The DC circuit supplies the DC battery including. An additional motor is required to produce different currents.

US 4684873 A discloses a device for producing direct current and alternating current, the main motor being driven by both the direct current generator and the alternator. This device is intended for airplanes.

In the present invention, a device that generates DC voltage and AC power takes up very little space, has low mass, low production and service costs, does not burden the environment, is largely independent of engine speed and, when the engine is at a standstill it allows the use of direct current as well as alternating current without requiring an additional motor to drive the generator.

The peculiarity of a device for producing DC voltage, especially low voltage DC and DC voltage, with an alternator, rectifier and drive for an alternator, is that the drive is an internal combustion engine, which is a propulsion engine for a mobile unit, especially for motorhomes, cranes, refrigerated trucks, farm machinery, excavators, tractors, etc. and serves both the drive of the mobile units and the drive of the generator. The propulsion engine is an internal combustion engine, preferably a piston engine, and the generator is co-located with the flywheel of the internal combustion engine in the flywheel housing, the rotor having permanent magnets, preferably rare earth magnets, and the generator is used to produce high-frequency alternating current. especially over 400Hz, and 360 Volts at rated internal combustion engine speeds. The connected rectifier is connected to the connected voltage filter and is connected to the DC-DC converter controller, which in parallel is connected to the DC converter with the transformer connected, and the DC battery, and provides constant DC and AC voltage at variable engine speed and in an unburned internal combustion engine for use in mobile units.

The high frequency of alternating current of the generator allows high power of the generator at low engine speed. Behind the rectifier, a voltage filter with strong capacitors and, where necessary, a choke, is used to prevent distortion of high-frequency sinusoidal currents in the winding and, consequently, losses in the stator of the generator at high engine speed. With this, over 70% of the rated power of the generator is already possible at 25% of the rated speed.

Through the drive of the generator with internal combustion engine, especially the piston engine, which is also used to mechanically drive the mobile unit, the device is independent of external energy sources such as electricity, hydraulic, wind, etc.

If the internal combustion engine is a mobile unit, especially for motorhomes, cranes, refrigerated trucks, construction machines, excavators, agricultural machinery, tractors, etc., an additional internal combustion engine can easily be avoided. If the generator has a permanent magnet rotor, the current produced can be generated in a stationary stator winding without the need for any slip rings, brushes, or anything like that. If the permanent magnets are from rare earths, such as e.g. NdFeB, the generator can have a particularly high power and efficiency, with no sliding rings, etc., required on the rotor. This also makes it possible to economically install the generator in the flywheel housing without the risk of complete disassembly of the unit during maintenance work on brushes or slip rings. If an alternator is connected to a voltage filter through a rectifier and a DC-DC converter to the controller connected, the necessary DC voltage with the appropriate charging characteristic for the DC battery can be provided. If a voltage filter in parallel is connected to a dc converter with a connected transformer and dc battery, then a dc battery can be charged at the same time and simultaneously supply a dc supply system irrespective of the internal combustion engine speed. The regulation of the power and speed of rotation of the motor of the mobile unit is thus independent of the current need for electricity. Both DC and DC voltages are therefore adequate to the capacity of the DC battery and are available even when the drive motor of the mobile unit is stationary.

If the device also has an external AC connector 19, transformer 38 with rectifier 37 may be connected to a voltage filter 18 (Claim 19). Thus, the same inverters and controls can be used to control the current from the generator or external AC outlet. This also leaves the entire electrical wiring of the mobile unit identical for power from its own source or for power from an external AC source.

If the internal combustion engine has a shaft so that the rotor shaft is installed in its extension, the rotor of the generator can be mounted on the crankshaft so that it takes up very little space. In addition, the shaft may have an inertia mass (weight) outside the engine housing.

If several DC batteries are provided, with at least one being able to be connected or disconnected, two DC circuits can easily be created (Claim 5), thus providing greater security of DC and AC supply.

If the internal combustion engine can be controlled by the starter via the DC voltage monitor, then the internal combustion engine can be switched off to achieve the desired maximum voltage in the DC battery and when the minimum voltage on the battery is reached. (Claim 4)

If the rectifier is through a voltage filter, e.g. of the capacitor, and if necessary a choke connected to the DC-DC converter-controller, the stator winding of the generator can be protected against unwanted high-frequency interference of the DC-DC converter, thus maintaining the high power of the high efficiency generator. This is especially true in the case of high engine speed.

If at least two redundant systems with rectifiers, voltage filters, voltage converters and, in the case of DC batteries connected in parallel, are provided, then in terms of operational reliability, the contribution to reducing interference with the electrical system must be taken into account. (Claims 5 and 6)

If the permanent magnet generator on the rotor is a high-frequency-multiphase generator, preferably a three-phase generator, then extremely high power can be obtained at high speeds and at high efficiency of the generator. (Claim 6)

If the stator winding of the generator is connected to a control that has the function of a starter and can be connected to a DC battery, then the internal combustion engine can be started with the same generator. (Claim 7)

Especially advantageously, the start-up can be electronically controlled if the generator stator has sensors, preferably Hall sensors, for sensing the specific angular position of the rotor. (Claim 8)

If the DC converter has an AC input through the transformer, an additional AC source and, in addition, a control rectifier or a. The function of the rectifier, which is also connected to the DC battery, then, even if present, can be supplied with alternating and direct current via an external source. (Claim 9)

If a DC converter can be activated and deactivated, then the DC supply of DC and AC power can follow through an additional AC source, DC battery or generator. (Claim 10)

If multiple DC inverters are connected in parallel, then this can lead to a lower idle current if at least one DC converter is switched off. (Claim 11)

If it has a DC converter and a rectifier with transformer, AC input, 19 rectifier, 10 voltage filter 18 and DC-DC converter - controller, DC and AC output, if necessary, starter control and common housing, then it is extremely easy a manageable unit that also requires very little space. (Claim 12) <-! '

If the generator has an enclosure with coolant pipes for the coolant, then the generator can have a particularly high power at all speeds in terms of speed, and can dissipate all the heat generated by the heat losses in the generator. (Claim 1 3)

If the generator housing is connected to the internal combustion engine housing and the gearbox housing, then space-saving construction is thus realized.

(Claim 1 4)

If the internal combustion engine can be controlled using a remote control, for example, the internal combustion engine may be started or shut down via radio communication or the conduit to the internal combustion engine. (Claim 15).

If remote control starts or stops the internal combustion engine via the DC voltage monitor of the battery, then it is a circuit that drives the internal combustion engine through the current need for energy, giving an environmentally friendly design that reduces both waste gas and waste. noise pollution. (Claim 1 6)

If the gearbox has a sensor for the idle position of the gearbox through which the internal combustion engine is started, simple means can be used to prevent the internal combustion engine from starting further if it is already in operation. (Claim 1 7)

Detailed explanation of the invention by means of pictures:

If they show:

Figure 1: DC and AC device

Figure 2: Internal combustion engine with generator, gearbox and redundant electrical system, with two galvanic separable battery charger systems as well as a device for starting the engine through a maintenance-free flywheel housing.

Figure 3: Internal combustion engine with generator and vehicle gearbox, with built-in rectifier, voltage filter, DC-DC converter-controller, motor starter function control, DC-DC converter with transformer and redundant electrical system.

Figure 4: Generator circuit, rotor position sensors, rectifier, voltage filter and DC-DC converter-controller.

Figure 5: Generator circuit, rectifier, voltage filter, DC-DC converter-controller, battery charger with AC connector and common control for charging batteries through a maintenance-free flywheel generator or via an external AC adapter.

Figure 1 schematically shows a device for producing direct current and alternating current. It is intended for powering non-drive consumers. The drive motor 1, with the motor housing 1a, drives the electric generator 4 via shaft 8a and further, through a mechanical connection through shaft 8, also a mobile unit, e.g. yacht or other mobile units such as motorhomes, motor boats, refrigerated trucks, as well as working machines such as cranes, excavators, tractors, agricultural machinery, etc. According to the present invention, the need for additional motors to drive the generator and / or replace the hydraulic motor with an electric motor is avoided. Internal combustion engine 1 has a starter 2 which, through a pinion, receives into the gear flywheel 3, which is mounted on the shaft 8a of the internal combustion engine 1. By screwing and centering (none illustrated), the rotor 6 of the generator is connected to the shaft 8a. wherein the rotor shaft is in axis with the drive motor shaft. Through the shaft 8, the engine torque is transmitted to the vehicle gearbox. The drive shaft 8 of the vehicle gearbox is also in axis with the shaft of the internal combustion engine 1. The gearbox housing 7a is aligned with the flywheel housing 4a and the engine housing 1a. The generator rotor has permanent magnets, e.g. rare earth type magnets

NdFeB. A stator 5 with a corresponding winding is integrated into the flywheel housing. For example, a rotor 6 and stator 5 assembled generator is designed for a frequency of about 400 Hz at the rated engine speed of the vehicle. It is an unregulated AC generator, preferably a three phase generator, from which the current produced is fed through the connecting cable 17 to the rectifier 10 and through the filter 18 to the DC-DC converter-controller. At constant voltage e.g. 14, 28 or 42 Volt DC regulated output in parallel with the DC converter 22 is forwarded to the DC batteries 11, 12, 13. The DC batteries are connected in parallel, with the DC batteries 11 and 12 located at switch 21 , so they can plug in and out. The DC-DC converter-controller and the parallel-coupled DC battery also flow to the DC converter 22, where the DC voltage is converted to AC at a constant frequency of typically 50/60 Hz, independent of the motor speed. The system thus allows output through two constant voltages, AC output 15 with e.g. 1 1 0/220 Volts and 50/60 Hz and 16 dc output with e.g. 14, 28, or 42 Volts DC. The DC voltage is regulated according to the charging characteristic of the DC battery. This solution avoids the need for an additional internal combustion engine to drive the generator for non-drive consumers.

In Fig. 2, the sketched devices largely correspond to the apparatus of Fig. 1. Rectifier 10, voltage filter 18 and DC-DC converter voltage controllers 9 are double and galvanically separated to charge both separate batteries 11 and 13 independently of one another. An additional battery 12 can be connected via switch 21, and both systems can be connected in parallel via switch 21. Via switch 23, motor control 20 is also provided, by which the direct current from the battery 11 is in accordance with the rotation of the motor shaft, converted to alternating current, thus supplying the windings of generator 4. In this case, the maintenance-free generator also acts as a motor starter. This eliminates the classic engine starter and reduces the weight and dimensions of the system. The control of the voltage and currents on the windings is done by means of the Hall sensors 28 integrated in the generator housing 4a, which are shown in Figure 4.

According to Figure 3, coolant tubes (27) are installed in the housing of the generator 4a. The entire control 25 is integrated into the housing 25a together with the rectifier 10, the voltage filter 18, the DC-DC converter controller 9, the DC converter 22, and the control 20 with the engine start function. The entire device can be operated and controlled by remote control 26. With the vehicle stationary and the battery voltage too low, the drive motor can be started automatically by remote control. Part of the auto-start system via sensor 30 determines whether the vehicle gearbox 7 is idling. Only when the gear unit is in idle position can the engine start automatically.

Generator 4 in Fig. 4 is a three-phase generator and has sensors 28 for determining rotor position, e.g. Hall probes. Through them, a part of the automatic start system can detect the position of the rotor and use it to start the motor with a synchronous AC frequency forced into the three-phase winding of the generator.

From the three-phase generator 4, the current generated is supplied through the lines 31, 32, 33 to the diodes 34, which are arranged in rectifier 10. The current is then fed through a voltage filter 18, in this case with capacitors of at least 1 000 pF to DC-DC converter controller 9 The DC-DC converter-controller 9 lists the controlled transistors 35, in particular the MOSFET transistors, which convert the high-voltage direct current from the rectifier 10 and the voltage filter 18 into a direct current pulse. The voltage filter 18 prevents the high pulse loads of the DC-DC converter-controller 9 from causing an increase in losses in the stator of the generator. The throttle 29 and the capacitor 36 together smooth out the DC pulse. This produces a direct current DC voltage or, if necessary, a regulated voltage, so that the output gives an adequate charging characteristic for the DC battery.

According to Figure 5, the external AC connection 19 is connected to the primary winding of the transformer 38. The reduced AC voltage of the transformer secondary winding is fed to the rectifier 37. The resulting low DC voltage, e.g. 60 Volts is connected to the voltage filter 18. The DC-DC converter-controller 9 supplies current to the charge current measuring device 40 and then to the batteries 11,12,13. With the help of the regulating control 41, depending on the measured current through the charge measuring device 40, the reference voltage 39, the battery temperature 42 via the connection 43 and through the controlled semiconductors 35, the charging current is determined according to the battery charging characteristics. In addition, higher DC power sources may be used, e.g. via 20 V they are connected directly to rectifier 37, without external AC adapter 19 and also without transformer 38. Through all these, the same semiconductors are used for different current sources to regulate direct current and voltage at the output. In addition, for all types of operation, no additional switching between different energy sources is required.

Claims (22)

A direct current and alternating current generating device, characterized in that it preferably has a reciprocating piston engine between the propulsion engine (1), which is an internal combustion engine and is used to drive a mobile unit, in particular motorhomes, cranes, yachts, lorries refrigerators, agricultural machinery, excavators and gearboxes (7) fitted with an unregulated alternating current generator (4), preferably 14 volts to 360 volts, common to the flywheel (3) of the drive motor (1) in the flywheel housing (4a) , wherein the rotor (6) has permanent magnets, preferably rare earth magnets, and the generated voltage has a high frequency, preferably over 400 Hz at rated engine speed (1) connected via a connected rectifier (10) to a connected voltage filter (18 ) to DC-DC converter - controller (9) having output connected in parallel with a dc-converter with transformer connected (22) and dc batteries (11,12,13) m, however, provides constant DC and AC voltage at variable engine speeds and also at unburned internal combustion engines for unplugged use of electrical consumers, e.g. for lighting, hydraulic systems, heating units, refrigeration units, cooking appliances. Device according to claim 1, characterized in that the drive motor (1) has a shaft (8a), the extension of which also has a rotor shaft. Device according to claim 1 or 2, characterized in that it has several parallel-coupled direct current accumulators (11, 12, 13) provided, at least one of which (11, 12) can be connected and disconnected. Device according to claim 1, 2 or 3, characterized in that the drive motor (1) is operated by means of a starter (2) via a DC voltage control of the battery (11,12,13). Device according to one of claims 1 to 4, characterized in that it has at least two redundant systems with rectifiers (10), voltage filters (18), DC-DC converters - controllers (9) and, if necessary, batteries DC (11,12,13), which are connected in parallel. Device according to one of Claims 1 to 5, characterized in that the generator (4) is a high-frequency multi-phase generator, preferably a three-phase generator, with one or more parallel windings. Device according to one of Claims 1 to 6, characterized in that the stator winding of the generator is connected to the control by the function of the starter (20), which can be connected to the DC battery. Device according to one of Claims 1 to 7, characterized in that there are sensors on the stator (5) of the generator (4), e.g. Hall probes (28) that detect / detect the angular position of the impeller (6). Device according to one of Claims 1 to 8, characterized in that the DC converter, via the transformer, has an input (19) for the alternating current of an additional AC source, and also a control rectifier or. function of the rectifier. Device according to one of Claims 1 to 9, characterized in that the DC converter (22) can be activated and deactivated. Device according to one of Claims 1 to 10, characterized in that there are several DC converters (22) provided that are connected in parallel. Apparatus according to one of Claims 1 to 11, characterized in that it has in the common housing (25a): a direct current inverter (22) with a transformer, an input (19) for an alternating current, a rectifier (10), voltage filter (18), DC-DC converter - controller (9), AC output (15), DC output (16) and if necessary controlled by the starter function (20). Apparatus according to one of Claims 1 to 12, characterized in that the generator (4) has a housing (4a) with coolant pipes (27). Apparatus according to one of Claims 1 to 13, characterized in that the generator housing (4a) is connected to the drive motor housing (1 a) and the drive gear housing (7a). Apparatus according to any one of claims 1 to 14, characterized in that the drive motor (1), a single-phase inverter (22), can be controlled by the transformer via remote control (26). Device according to one of Claims 1 to 15, characterized in that the drive motor (1) is operated, preferably started and stopped, via a remote control (26) via a voltage status display on the DC batteries. Device according to one of Claims 1 to 16, characterized in that the gear unit (7) has a sensor (30) for detecting the idle position through which the start of the drive motor (1) can be controlled. Device according to one of Claims 1 to 17, characterized in that at least two galvanically separated systems with rectifiers (10), voltage filters (18), inverters and voltage controllers (9) are connected in parallel to the alternator (5) , with the same or different constant DC output voltage. Apparatus according to one of Claims 1 to 18, characterized in that the AC input (19) is connected directly to the voltage filter (18) via a transformer (38) and rectifier (37). Apparatus according to one of Claims 1 to 19, characterized in that it operates the control portion of the controller (41) depending on the measured current output (measured by the charge current measuring device (40) and / or the reference voltage ( 39), and / or the temperature of the battery (42), and through the connection (43), affect the control of the semiconductor (35), corresponding to the characteristics of the battery chargers, and thus determine the charge current. Apparatus according to one of Claims 1 to 20, characterized in that the wiring is adequately available to at least 70% of the rated power of the generator at already 25% of the maximum engine speed. Apparatus according to one of Claims 1 to 21, characterized in that the charging of the direct current (11,12,13) batteries is carried out through the generator (4) or through the external AC connection (19) simultaneously with the same control part of the controller (41) and the same semiconductors (35).