WO1989004081A1 - Moteurs avec machines electriques a double mouvement de rotation - Google Patents

Moteurs avec machines electriques a double mouvement de rotation Download PDF

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Publication number
WO1989004081A1
WO1989004081A1 PCT/NL1988/000044 NL8800044W WO8904081A1 WO 1989004081 A1 WO1989004081 A1 WO 1989004081A1 NL 8800044 W NL8800044 W NL 8800044W WO 8904081 A1 WO8904081 A1 WO 8904081A1
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WO
WIPO (PCT)
Prior art keywords
electric
rotor
shaft
machine
generator
Prior art date
Application number
PCT/NL1988/000044
Other languages
English (en)
Inventor
Johannes Karel Schuursma
Original Assignee
Johannes Karel Schuursma
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.)
Filing date
Publication date
Application filed by Johannes Karel Schuursma filed Critical Johannes Karel Schuursma
Publication of WO1989004081A1 publication Critical patent/WO1989004081A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H02K16/005—Machines with only rotors, e.g. counter-rotating rotors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/02—Additional mass for increasing inertia, e.g. flywheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/262—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators the motor or generator are used as clutch, e.g. between engine and driveshaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/16—Mechanical energy storage, e.g. flywheels or pressurised fluids
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • This invention relates to a double-rotating electric machine which may act either as a (flywheel)-starter-motor, as a generator and/or as a different ⁇ ial torque-converter.
  • the invention moreover relates to the various practi ⁇ cal forms, matching control-devices and auxiliaries which enable the machine to be used in a number of different applications.
  • the machine consists of an inner-rotor and a, preferably weighted, outer- rotor of which either one may be connected, directly or by means of a gear ⁇ wheel or flange, with an incoming or outgoing shaft, whereby moreover said rotors are connected with two elements of a planetary-gear while the third element of said gear is connected with a second incoming or outgoing shaft. Both rotors may rotate in the same direction, or opposite to one another and one of the rotors may be blocked, giving said machine a fixed transmission-ratio which is independent of an eventual electric load.
  • An important characteristic of the machine is the fact that it may act as a starter-motor for internal-combustion-engines (called i.e.engines or engines hereafter) in more than one way, enabling the storage of kinetic energy in the outer-rotor in order to use the machine as a flywheel starter-motor.
  • the double-rotating machine can be used either as an electric motor/generator or as a flywheel-starter-motor.
  • one of the elements of the planetary-gear may be temporarily blocked, either connected to a stationary point or, directly or indirectly, with one of the remaining elements of said planetary gear.
  • the machine is suitable to act as a differential torque-converter.
  • Such converters consists of two parallel transmissions one being mechanical, the other hydraulic or electric.
  • said torque-converter has the advantage of a high power-density and lower losses as only part of the energy is transmitted electrically or hydraulically while the remaining part of the energy is transmitted by the gearing.
  • said gearing is a planetary-gear of which two elements form the ingoing and outgoing element respectively and the third element is connected with a generator.
  • Said generator is part of the parallel transmission feeding a motor connected with the output. Regulating the load of said generator determines the slip in the planetary-gear and so the transmission-ratio.
  • Electric differential torque-converters have the advantage here of easy and precise control but have, especially at high power, the drawback of low power density and critical construction as compared with the hydraulic counterpart.
  • the latter is partly due to the fact that in common practice, the electric motor and generator are situated next to the main-axis and, especially with low speed applications, additional gears are required to obtain speeds, practical for electric machines.
  • E.D.T.C. The Electric-Differential-Torque-Converter (called E.D.T.C. hereafter) in this proposal makes use of a double-rotating electric machine whereby either inner-rotor or outer-rotor also forms operative part of the mechanical transmission and whereby, to obtain maximum constructive stability, the planetary-gear is preferably mounted in the outer-rotor.
  • U.S. patent .260.919 describes a similar double-rotating generator however, as inseparable constructed part of an electric transmission of which both motor and generator are double-rotating. This construction is unnecessary complicated for most applications because the ingoing shaf goes through the first inner-rotor; two planetary gears are being used, both being situated between generator and motor. As the outgoing shaft is thus formed by the inner-rotor shaft, this results in a very heavy construction for low-speed applications and a special construction for the inner-rotor shaft of the generator.
  • the proposed adaption of the generator to low-speed engines implies that all energy should be converted electrically as the proposal offers no parallel transmission. Unlike the machine in present proposal the machine in question is unsuitable for a double-function as flywheel-starter-motor for i.e.engines.
  • Fig.la Input-shaft with planet-carrier, outer-rotor with ring-wheel, inner-rotor with sun-wheel.
  • Fig.lb Input-shaft with sunwheel, outer-rotor with ring-wheel, inner-rotor with planet-carrier.
  • Fig.lc Input-shaft with ring-wheel, outer-rotor with planet-carrier, inner-rotor with sunwheel.
  • Fig.2 shows shaft 201, connected with inner-rotor 202 which in turn is connected with sun-wheel 203 of the planetary gear. Said gear is mounted in the outer-rotor 20 in such a manner that ring-wheel 205 is fixed, in or at said outer-rotor.
  • Planet-carrier 206 is indirectly connected here with the output-shaft 207- Slip-rings 208 are mounted at the outside of the outer- rotor and the machine is surrounded by a housing 209 with bearings 210 and brushes 211.
  • the machine has a friction-disk 212 in order to use the machine as a flywheel-starter-motor. Therefore, three of the elements of the planetary- gear are connected at the outside with three elements of a double- concentric brake-disk 213, which elements may or may not have a double- function as parts of a bearing or sealing. Furthermore the outer sides of elements 21 and 215 ma be covered with a suitable friction-material. Element 216 is slightly recessed and functions as second planet-carrier. Said element is connected by means of three or more small shafts 217, preferably those on which the planet-wheels are mounted, with the brake- disk 212 in such a way, that said disk may slide back and forth over said shafts. Coil-springs 218 are mounted around said shafts.
  • brake-disk 212 is rotatable connected with the threaded shaft 219 of servo-motor 220.
  • a second brake- disk 221 is connected with housing 209.
  • a round hole in disk 221 permits shaft 219 to pass through.
  • Servo-motor preferably a disk-motor type, may be connected with disk 221 or housing 209-
  • shaft 219 is hollow in order that shaft 207 may pass.
  • Shaft 207 is connected with a splined bush with spring 222 at disk 212 in such a way that said disk may slide but not rotate in respect to said shaft.
  • the motor is preferably of the brushless type with permanent magnets fed by an inverter.
  • the inner-rotor-driven version works as fol ⁇ lows: Once connected with the engine-flywheel, (which connection in most cases may be permanent, ) electric power is fed to the machine. Due to the high torque of the i.e.engine the inner-rotor instead of the outer-rotor will rotate as the planet-carrier is temporarily running free, the brake- disk 212 being pushed in its neutral position by servo-motor 220. The outer-rotor will now speed up , whereby the load-curve, desired and/or maximum allowable speed, is electronically controlled, preferably by a micro-processor.
  • the machine is hereby electrically fed in such a way, that the outer-rotor runs the same direction as during a direct start the inner-rotor. Should at a given speed the machine be sufficiently loaded as a generator, the resulting torque will drive the inner-rotor and so the engine-flywheel, and start the engine.
  • Said generator-torque can be accomplished, depending on the machine to be used, i.e. by connecting a diode between appropriate armature-windings, or by short-cutting said armature, or by using a direct-current, connected to the a ⁇ nature.
  • a circuit is used (either built-in or not,) using thyristors or FET-transistors, regulating by means of phase- control said short-cut or mutual connection of armature-windings.
  • the resulting starting torque is moreover enhanced here, by a controllable mechanical coupling situated between inner-rotor and outer-rotor.
  • a friction-disk 212 is pushed to disk 213 by the servo-motor 220.
  • the machine may be fed electrically in reverse at full power, forcing the outer-rotor back-wards.
  • the machine may start directly, or by locking the outer-rotor with the outer-casing or, by pushing friction-disk 212 to disk 221. In the latter case both rotors run in opposite direction which results in a virtual built-in reduction with high torque.
  • a second flywheel starter mode is also possible here by delaying the connection between said disks. Again, electric current may continue, this time without the necessity to reverse polarity.
  • the E.D.T.C. is very well suited for use with Diesel-engines. Especially at low ambient temperatures these engines demand very heavy starter-motors and big batteries in order to compensate the combined effects of reduced battery-capacity, low oil-temperature and lower compression-end-temperatures associated with freezing conditions. By storing kinetic energy, discharging the battery with relative low currents over a longer period, the E.D.T.C. is able to start the i.e.engine immediately.
  • Installed battery-capacity may be minimal and is applied much more favourably, while peak-currents are reduced.
  • the latter is especially important with semi-conductor controlled machines i.e. permanent- magnet machines.
  • a microprocessor may completely automate starting-procedures and at choice starting-mode, start-time and battery-conditions can be displayed.
  • the starting procedure will be as follows: Primarily the engine is started in a direct mode but this attempt may be aborted directly or after some revolutions, due to the simultaneously monitored engine-tempera ⁇ ture and battery-condition. The latter causes the internal resistance of the battery to increase if its condition decreases, which comes to expression as a resulting voltage-drop once the battery is heavily loaded, i.e. during this direct-start-mode. As a result of this monitoring, the controller decides either to continue a direct-start or to abort and prepare a flywheel-start and in the latter case to determine parameters like load- c.q. discharge-curve, minimal flywheel-speed, time for eventual glow-plugs to be switched on etc.
  • An external load of the generator may then consist of feeding control-circuitry, batteries, electric motors etc.
  • Generator-slip determines outgoing speed and may be precisely determined if a tacho-sensor on the outgoing shaft helps form part of the control- circuitry. .
  • Fig.3 shows a E.D.T.C. primarily meant for turbo-compounded piston-engines to which end shaft 307 is connected with the sun-wheel and the inner-rotor with the planet-carrier.
  • Friction-disk 31 is connected with the outer- rotor preferably via little shafts in a way similar to Fig 2.
  • Shaft 307 passes disk 32 and is not connected with same.
  • the shaft connected with the inner-rotor is normally permanently connected at the other side with the engine at choice directly to its flywheel or not.
  • shaft 306 preferably includes a fluid- or electric-coupling 32 .
  • the construction is meant to provide for a fast shaft on which, except an exhaust-gas turbine, preferably one or more compressors are mounted, which may or may not be of the turbine-type.
  • an extra gearing may be built in the outer-casing to adapt the generator to very fast shafts.
  • Generator-control may now regulate compressor-speed by, depending on turbi ⁇ ne-power, transferring part of said power to the crankshaft or, by switching to motor-mode, increase compressor-speed.
  • Action as starter is similar to Fig.2 except that for a flywheel-start the sun-wheel has to be disengaged from the turbine-shaft in most cases.
  • a fluid-coupling be used for this purpose it's fluid-circuitry preferably should form part of the engines oil-circuitry and said coupling should be emptied when stationary.
  • friction-disk 31 is coupled with the outer-rotor, the latter may be connected with the outer casing making a single-rotating machine, i.e.
  • compressor-yield may be considerably increased at low i.c.engine-speed using this direct crankshaft coupling especially so, if a non-turbine type of compressor should be used i.e. of the Wankel-type.
  • a complete external dissipation of electric E.D.T.C.-power may consist of powering electric-motors driving auxiliary power-tools and/or, in case of vehicles, extra wheels.
  • electric-motors indirectly help to drive the load here
  • Fig. shows the principles of such an application.
  • a double E.D.T.C. is used here to drive two or more wheels independently.
  • the machines preferably are built inside the crankcase of the driving piston-engine, resulting in a compact and very stiff crankcase with cooling and lubrication of the machines made easy.
  • Both electric-machines preferably have a common outer-rotor, driven via one or two gear-rings around said rotor and their outgoing shafts independently drive one (pair of) wheel(s) each, whether or not via extra gears.
  • the E.D.T.C. 's preferably feed two or more electric motors driving the remaining wheels of the vehicle and/or, in case of a hybrid-concept, charge drive-batteries to prepare for an all-electric drive.
  • the E.D.T.C. may be used as battery-fed electric motors in which case preferably the i.e.engine should be blocked.
  • This construction is very suitable moreover for mobile workshops etc. delivering full electric-power when outgoing shafts are blocked and, as each driven wheel may be electronically controlled, such a vehicle is exceptionally suited for off- road conditions.
  • both generators and eventual extra wheel-motors may be loaded differently, power-steering, Anti-Blocking-System and Track-Control on all driven wheels are thus logical integrated options.
  • flywheel-storage i.e. for brake-energy can't be realised with the E.D.T.C. 's of Fig.4, and with Fig.2 only properly so, if the outgoing shaft 207 is in some way disengaged once the flywheel reaches its, for the situation, maximum speed. Disengaging may take place in several ways i.e. with a clutch or by completely pulling the shaft out of bus 222. Therefore bus 222 may be connected with disk 212 via a in-between shaft and placed behind the servo-motor or outside the outer-casing entirely.
  • Fig.5 shows this solution which is in fact a simplified version of Fig.2. For driving a vehicle the E.D.T.C.
  • E.D.T.C. the flywheel 530 of Fig. normally won't be used.
  • a flywheel-start of a piston-engine such big flywheels demand to much power to be invested and the logical option of storing brake-energy has the same limitations as Fig.2, and leaves out the till then driven wheels for this type of braking.
  • outer-rotor 504 is at first connected with inner- rotor 502 till they synchronise after which the friction-disk is placed in neutral position and the F.M.G. is fed in reversed polarity by the E.D.T.C. increasing flywheel speed while forcing the inner-rotor to run backwards, braking the wheels.
  • friction-disk 512 may be connected either to the outer-rotor or to the stationary-disk resulting in a forward or backward movement of the vehicle.
  • the outer-rotor may moreover be supplied with a, preferably tacho-sensor-controlled, block ⁇ ing device for single-rotating use, during which the friction-disk should be in neutral position of course.
  • the flywheel may be used to store energy whilst stationary, be it from the i.e.engine or from the batteries to supply burst-energy i.e. to start the i.e.engine or to increase acceleration after standstill.
  • this kind of wheel-motors preferably will be used at the rear of the vehicle because of the kinetic behaviour of flywheels, eventually the almost ideal control-ability of electric machines may be used to obtain an extra pair of steered wheels by loading opposite wheel-motors independently.
  • shaft 501 is connected, preferably via (some kind of) a universal-joint, with wheel-shaft 54l, which in turn is connected with a double-working hydraulic cylinder 542, which cylinder is connected by hydraulic pipes 54 with the cylinder of the opposite wheel.
  • An unequal motor- or generator-load now results in a simultaneous and coordinated wheel-deflection of both wheels which is dampened by said cylinders.
  • Electric displacement-sensors in combination with one, preferably electrically operated, valve or gear-pump may now easily coordinate, control and/or block this movement.
  • Windmills are another application of the E.D.T.C.
  • the outgoing-shaft may either be blocked or connected with a load i.e. a pump.
  • the yield of said pump may now be regulated mechanically and may be maximum (inner-rotor and outer-rotor blocked) or zero (outgoing-shaft blocked) as well as regulated electrically.
  • pump-yield When connected with the mains, pump-yield may be regulated over the entire range and the E.D.T.C. moreover may then be used to drive the pump when the windmill is at standstill.
  • the outgoing-shaft may be connected with the i.e.engine and start said engine when necessary.
  • An eventual load may now be connected in series (between diesel and E.D.T.C.) or parallel with the engine, in both cases electric-magnetic clutches may be used to control the different configura ⁇ tions.
  • E.D.T.C. may replace such motor's and may be fed from the mains when the i.e.engine is at standstill.
  • Stored flywheel-energy may be used to start the engine and an inverter may be used for variable load-speed when powered from the mains. Said inverter doubles as frequency-converter once the i.e.engine is started, feeding back into the mains or replace it.
  • load-speed may still be regulated by internal dissipation up to maximum load, however, minimum-load-speed is determined by external dissipation unless the outgoing-shaft is blocked.
  • the inverter preferably should have a D.C. stage and the load preferably should have extra flywheel-mass.
  • E.D.T.C. in line with a electric motor, in which case outgoing-shaft from the first machine directly is connected with the ingoing-shaft from the second machine, using one of the configurations of Fig. 6.
  • the second machine in turn may directly or via a planetary-gear be connected with an outgoing-shaft to drive a load.
  • a reversing-gear should be needed, it should preferably be electrically operated and preferably should be placed between first and second machine.
  • the second machine may be a conventional machine or a flywheel-version of the E.D.T.C. The latter is especially useful if high burst-energy should be applied to a load. In normal use the outer-rotor of the second machine could be blocked.
  • a transmission as depicted in Fig. 6c with outgoing planetary-gear is especially suitable to replace diesel-electric-drives with slow-speed i.e.engines i.e. for ships.
  • the biggest part of the shaft is much faster and, as it works in part-load here, shaft and eventual reversing clutch and couplings may be considerably lighter.
  • *3- E.D.T.C. in line with a second electric generator In principle similar mechanical configurations are possible according to Fig. 6 as described in *2. Also here, the second generator may have an outgoing-shaft to drive a load. Application of such double-generators is especially interesting in cases where two different sorts of output are needed, i.e.
  • a low-voltage D.C. and a high-voltage A.C. A.C.-frequency-control and/or mutual balancing loads may be accomplished in different ways preferably here however, by changing the load of one of the generators using a inverter to shift electric power from one generator to the other.
  • Fig. 6c in most cases however without second planetary-gear, is for aircraft, where stored flywheel energy may be used for starting.
  • flywheel-capacity with the versions of Fig. 6 play an important role in applications like total-energy, no-break-sets etc. as a very fast engine-start is guaranteed here as long as the flywheel is running. Therefore the flywheel-generator may be fed from i.e. battery-chargers or directly from the mains. With sufficient flywheel-capacity a major drawback of most emergency power-systems, may thus be overcome: the primary use of costly batteries and inverters to close the gap between a power-failure and start-up of the no-break set. Installed extra-flywheel capacity on the rotor shaft of the second generator and/or the use of a weighted outer- rotor in case of an inverted machine may be an extra help to stabilise its frequency against fast load-changes.
  • the second synchronous generator may be used in a double-function as line-conditioner. Said devices are frequently used to protect computers against all kind of problems stemming from a "polluted" mains.
  • the generator-unit acts as rotating converter during stand-by.
  • the generator-unit may have the configuration of Fig. 6c and may have a outgoing-shaft with or without planetary-gear to drive a load. It is clear that load-speed can't be variable in case of the application just mentioned.
  • the outgoing-shaft may have a electric-magnetic clutch to discontinue load-drive. This may be important to preserve flywheel- energy for starting and the continued delivery of electric power.
  • an alternative to this concept permits within certain limits the change of as well electric load, mechanical load and load-speed while the frequency of the second generator remains stable.
  • E.D.T.C. 601 is fed from the mains using a inverter of which its control-parameters are determined by the electric load of E.D.T.C. 602 as well as the mechanical load and desired speed of the outgoing-shaft.
  • 601 preferably is a synchronous type electric machine with permanent-magnets and the inverter ⁇ is preferably pulse-width modulated with a D.C.stage.
  • Motor/generator drives generator 602 which is electrically loaded by the "computer-grid" and of which the outgoing-shaft is connected with the load.
  • generator 602 In case permanent-magnets are used for generator 602 said generator is designed to deliver just over mains-voltage at mains- frequency. It may be clear that, as the effective-speed of generator 602 should result in a constant frequency of i.e. 50 hz, the speed of its outgoing-shaft is exclusively determined by the speed of the ingoing-shaft- of generator 602 to which however the electric load of generator 602 should be adapted.
  • Speed of the outgoing-shaft may now be varied till, electrically, full-load is reached for generator 602, downwards however, variation is limited by the electric load of the "computer-grid" fed by generator 602. In this case instead of disengaging, here the outgoing-shaft might eventual be blocked if needed.
  • An upwards variable electric load is realised also here by load shifting, in this case either by feeding after rectifying into the D.C.-stage of the inverter, or by feeding directly back into the mains. The latter however, implies a risk of introducing mains- pollution.
  • the next part of this proposal is related to brushless double-generators with their auxiliaries and control-devices.
  • the rotor of a single-rotating electric machine is connected with one of the E.D.T.C. 's of Fig. 1 via the armature-rotor of said E.D.T.C. , be it the inner- or the outer-rotor, of said E.D.T.C.
  • speed-control is accomplished here, using a wireless-controlled, built-in, regulating-circuit, directly or indirectly mechanically connected with said armature-rotor, regulating internal dissipation by either, in part, short-cutting the entire armature, or by connecting appropriate armature-windings with one-another, in both cases preferably using phase-control.
  • said single-rotating electric machine uses field-windings, said windings are on the driven rotor of said machine and receive their power of the armature of said E.D.T.C. via the aforementioned regulating-circuit.
  • a brushless- machine-type is used for the E.D.T.C.
  • brushes are avoided on both machines, eliminating a draw-back of the machines described so far. This makes sense especially for application in aero-space where, besides more general considerations on maintenance and reliability, brittleness and bad conductivity of brushes, both due to low air-humidity on high altitude, play an important role in generator-design.
  • Wireless-control of the regulating-circuit may be of any type, preferably however using inductive- or optic-sensors.
  • inductive- or optic-sensors For flywheel-starter/generators common outer-rotors are preferable, using existing machine-mass for flywheel and simplifying mechanical design.
  • Fig. ⁇ This design is shown in Fig. ⁇ , which may be used as flywheel-star ⁇ ter/generator for aircraft where the E.D.T.C. 701 drives the inverse synchronous-machine 702 via their common outer-rotor 703. said outer-rotor respectively containing the armature of 701, the regulating-circuit 720 and the fields of machine 702.
  • the inner-rotor of 702 preferably uses permanent-magnets and is connected with the planet-carrier 705 via a hollow shaft while the ingoing-shaft 706 is connected with sun-wheel 707.
  • ring- wheel 708 is connected with outer-rotor 703.
  • the outer-rotor 703 may be weighted for extra flywheel-mass and is rotatable via bearings on bearing- brackets 709 and 710 around fixed shaft 711.
  • the armature 712 of machine 702 is connected with said fixed shaft around which moreover rotor 704 rotates using bearings 717.
  • Shaft 711 passes planet-carrier 705 and hollow shaft 7 ⁇ 6 on its way outside and may be connected with the casing.
  • the E.D.T.C. is driven by the auxiliary-shaft of the i.e.engine via gear-wheel 716 on shaft 706, which shaft drives sun-wheel 707-
  • planet-carrier 70 and so inner-rotor 704 rotate.
  • the unit may be fed by a relative simple square-wave inverter of which the frequency may either have a fixed curve in time, or may be tacho-sensor-controlled.
  • the E.D.T.C. may be loaded starting the i.e.engine.
  • field 71 is hardly exitated by the E.D.T.C. during starting, two alternatives may be considered to improve start-up:
  • An electric current may be fed directly to the (side of) the outer-rotor using a system of slip-rings 719 and retractable brushes 718, whereby said brushes may be controlled by a solenoid or servo-motor which retract the brushes once the E.D.T.C. takes over excitation.
  • a similar construction may also be applied when the use of the E.D.T.C. is preferred for start-up of the flywheel. This may considered for starting from batteries in which case the E.D.T.C. working-voltage may be low compared to generator 702. In general however, working-voltage of the E.D.T.C. should be as high as possible in this application in order to minimise semiconductor losses.
  • the capacity of the unit to supply burst-energy for starting is determined mainly by the power-rating of the E.D.T.C. As especially which aircraft weight and size are important factors, said rating preferably will be kept to the minimum required for generator-control. Peak-capacity for starting may be drastically increased however, by using a friction-disk, either directly between flywheel and outgoing-shaft or between flywheel and one of the remaining elements of the planetary-gear as discussed previously in relation to Fig. 2 and 5-
  • An alternative construction for a friction-clutch uses the lateral-force of helical gears, alongside or instead of, a servo-system, to apply the necessary force on the friction-disk.
  • the direction of said force depends on rotational direction and on whether the gear-wheel in question is driving or being driven, the magnitude of said force is determined by the teeth-angle and the driving-force.
  • rotational direction with starter/generators remains fixed, only the condition whether said machine is driving or being driven, determines now if a friction-clutch is engaged or not.
  • the gear-wheels in question may be part of the planetary- gear and the friction-disk may be inside the machine, whether or not using the bearing-bracket for counter-disk.
  • friction-disk should be connected with the planet-carrier.
  • Said friction-disk preferably should be slightly conical, made out of steel and be surrounded by a ring- shaped permanent-magnet to collect steel-particles thrown outwards by centrifugal force.
  • the friction-disk should preferably be thermally isolated from the planet-carrier and preferably a spring should be used between both disks.
  • the lateral-force on the friction-disk of the mechanism described here has in principle the character of an avalanche-effect, of which the forces involved are mainly limited by the physical properties of the friction-disk, in this case the electric-torque between inner-rotor and outer-rotor plays an important role.
  • torque is affected between the planet-wheels and the ring-wheel by the friction-disk, shunting inner-rotor and outer-rotor, the resulting torque finally affects torque of the planet-wheels versus the sun-wheel and it is this latter force, counteracting the lateral-force between ring-wheel and planet-wheels, which finally determines the lateral direction of the friction-disk.
  • gear-wheel 716 to play a similar role.
  • Said device is depicted in Fig. 8 and uses a hollow shaft 823 to which helical gear 816 is connected, whereby said gear-wheel is engaged with gear-wheel 822.
  • Hollow shaft 823 is connected with the outgoing-shaft of the machine via splines, allowing an axial movement in respect to said outgoing-shaft and at the machine-side of shaft 823, friction-disk 820 is connected with said shaft.
  • a spring 824 is used between disk 820 and the counter-disk, whereas said counter-disk may or may not be (part of) the bearing-bracket of the machine involved.
  • a second disk 821 and spring may be used i.e. for blocking the shaft.
  • Basic principles are similar as described before and, depending on the rest of the design, at wish a double-action friction-disk is thus realised which may have, using the springs, a neutral position that may eventual be locked i.e. by a solenoid.
  • permanent-magnets will be used for the fields of the main-generator in all those cases where either A.C.-voltage-control is not necessary, .or A.C. will be rectified to D.C. as is mostly the case in vehicles. In latter case voltage-control can simply be obtained by speed-control of the main-generator.
  • D.C.-operated (starter- )machines seems the use of collector-machines.
  • conventional designs will have some serious drawbacks in respect to brush- wear, field-exitation and maintenance when combined with an outer-rotor.
  • a D.C.-machine may be inverse-built allowing the collector to be connected with the outer-rotor, or the armature-windings may be connected with the bearing-bracket allowing the collector to be built any place on or around said bearing-bracket.
  • brushless machines remain to be preferred, however it is clear that without further measures such machines cannot be used for D.C.starter.
  • a solution for this may be an electronic-electric-mechanical converter in which the pulses from a pulsating D.C. , generated by one or more semicon ⁇ ductors, are shunted by a mechanical switch, said switch preferably being of the rotating type, operated by a servo-motor running synchronous with said pulses.
  • Such a switch-device is depicted in Fig. 9.
  • the rotor 901 of this, preferably vertical placed, servo-motor 902 uses homopolair permanent-magnetic poles which come together at one side to form one ring- shaped homopolair counter-pole 903-
  • This counter-pole serves as part of an electric-magnetic switch which, once an electric-magnet 904 in the armature-part of said machine is exited, lifts the rotor.
  • An isolated disk 906 is connected with the shaft 909 of said rotor, which shaft preferably doubles as part of said main-switch and is therefore made from a electrically conducting metal and isolated from said rotor and the housing of said motor.
  • said disk By said vertical movement, said disk, into which switch-contact- segments are embedded preferably connected with said rotor-shaft, is placed into (closer) contact with brushes 908, said brushes being connected with the housing of the device.
  • brushes 908 For the servo-motor control preferably power MOS- or HEX-FET's are used while said semiconductors) simultaneously deliver(s) the flanking parts of the final power-pulses. Therefore, said the semiconductor(s) are saturated by positive or negative sinus-halves from a preceding oscillator or from a pre-amplifier stage amplifying the tacho-sensor signals from the electric motor to be controlled. Said saturation results in a steep slope of said sinus-flanks and a relatively flat top.
  • the flywheel of the E.D.T.C. may be used for starting the i.e.engine by hand.
  • the housing of the E.D.T.C. should be designed to allow a cord to be wound around either the flywheel itself, or a flange attached to said flywheel of said E.D.T.C. Therefore eventually said flywheel has to be rotated backwards by hand. Only after said flywheel is speeded-up the E.D.T.C. is loaded whether or not automatically or by a hand-operated switch.
  • Fig. la for E.D.T.C.
  • Fig.10 shows the use of such a machine for applications where a high flywheel-storage-capacity is required when at the same time said energy- storing should be controllable to a great extent independent of the output of the main-generator. Therefore both inner-rotors are connected here to one another mechanically, and electrically via the regulating circuit described previously. Applications for this are i.e.
  • Machines of Fig. 7 and Fig. 10 whether or not modified for special tasks, whether or not using a E.D.T.C. for main-generator, whether or not with slip-rings and/or an outgoing-shaft on said generator, may moreover be used in industry as a continuous variable transmission, at choice driven by a i.e.engine or powered from the mains, either to level-out mechanical or electrical peak-loads, or to deliver mechanical or electrical burst-energy.

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  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
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  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

La machine electrique à double mouvement de rotation décrite, qui est pourvue de son dispositif de commande d'adaptation, peut servir de démarreur (à volant) et/ou de moteur/générateur électrique et/ou de convertisseur de couple différentiel. Elle se compose d'un rotor interne (202) et d'un rotor externe (204). Le volant formé par le rotor externe permet le stockage de l'énergie cinétique, afin de permettre une utilisation de la machine destinée à fournir l'énergie d'explosion nécessaire par exemple pour faire démarrer des moteurs à combustion. L'un des rotors de la machine est connecté, directement ou par l'intermédiaire d'une bride ou d'une roue d'engrenage, à un arbre d'entrée ou de sortie (201, 207). En outre, les deux rotors sont connectés à deux éléments d'un engrenage planétaire (203, 204, 205, 206), alors que le troisième élément de cet engrenage est connecté à un second arbre d'entrée ou de sortie (201, 207). Les rotors peuvent tourner dans la même direction ou dans des directions opposées et l'un des rotors peut être bloqué en vue de permettre l'obtention d'un rapport de transmission fixe.
PCT/NL1988/000044 1987-10-30 1988-10-31 Moteurs avec machines electriques a double mouvement de rotation WO1989004081A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL8702588 1987-10-30
NL8702588A NL8702588A (nl) 1987-10-30 1987-10-30 Dubbel-roterende electriese motor/generator.

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WO1989004081A1 true WO1989004081A1 (fr) 1989-05-05

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EP (1) EP0391939A1 (fr)
AU (1) AU2619888A (fr)
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WO (1) WO1989004081A1 (fr)

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ES2074004A2 (es) * 1993-06-21 1995-08-16 Rodriguez Vitorino Souto Sistema de obtencion de energia electrica.
EP0743213A2 (fr) * 1995-05-19 1996-11-20 Toyota Jidosha Kabushiki Kaisha Système d'entraînement pour véhicule hybride et procédé de régulation de la marche arrière
EP0743212A2 (fr) * 1995-05-19 1996-11-20 Toyota Jidosha Kabushiki Kaisha Système d'entraînement pour véhicule hybride et procédé de régulation associé
GB2314128A (en) * 1996-06-12 1997-12-17 Michael Alan Harris An epicyclic variable transmission controlled by an electric coupling
EP0829386A3 (fr) * 1996-09-13 1998-05-20 Toyota Jidosha Kabushiki Kaisha Système d'entraínement et procédé de régulation associé
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GB462294A (en) * 1935-03-06 1937-03-01 Friedrich Stuebbe Improvements in or relating to epicyclic gears
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EP0469263A2 (fr) * 1990-07-31 1992-02-05 Rainer Born Générateur pour la production d'énergie électrique
EP0469263A3 (en) * 1990-07-31 1993-05-26 Rainer Born Electrical energy producing generator
ES2074004A2 (es) * 1993-06-21 1995-08-16 Rodriguez Vitorino Souto Sistema de obtencion de energia electrica.
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AU2619888A (en) 1989-05-23
EP0391939A1 (fr) 1990-10-17
NL8702588A (nl) 1989-05-16

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