CA1183206A - Electronic voltage regulator for self-excited alternator of the low carbon steel rotor type - Google Patents
Electronic voltage regulator for self-excited alternator of the low carbon steel rotor typeInfo
- Publication number
- CA1183206A CA1183206A CA000395607A CA395607A CA1183206A CA 1183206 A CA1183206 A CA 1183206A CA 000395607 A CA000395607 A CA 000395607A CA 395607 A CA395607 A CA 395607A CA 1183206 A CA1183206 A CA 1183206A
- Authority
- CA
- Canada
- Prior art keywords
- alternator
- output
- voltage regulator
- electronic voltage
- stator winding
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired
Links
Classifications
-
- 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
- H02P9/08—Control of generator circuit during starting or stopping of driving means, e.g. for initiating excitation
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/16—Regulation of the charging current or voltage by variation of field
- H02J7/163—Regulation of the charging current or voltage by variation of field with special means for initiating or limiting the excitation current
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/16—Regulation of the charging current or voltage by variation of field
- H02J7/24—Regulation of the charging current or voltage by variation of field using discharge tubes or semiconductor devices
- H02J7/243—Regulation of the charging current or voltage by variation of field using discharge tubes or semiconductor devices with on/off action
Abstract
ABSTRACT OF THE DISCLOSURE
A charging system for amplifying AC output voltages induced in a stator winding of an alternator by residual magnetism in the alternator rotor and energizing a field winding of the alternator at low alternator rotational speeds to self-energize the charging system by means of the residual magnetism, the charging system comprising: an alternator having a stator winding wound on a core, the alternator further having a field winding wound on a core and in operative proximity to the stator winding to provide an electromagnetic field for the stator winding; an electronic voltage regulator having at least one input terminal coupled to the stator winding of the alternator, the electronic voltage regulator comprising an operational amplifier having one of its input terminals coupled to the input terminal of the electronic voltage regulator, the operational amplifier providing an amplified output AC
signal at its output terminal, a peak detector coupled to the output terminal of the operational amplifier to peak detect the magnitude of the amplified AC output signal, and a circuit coupled to the peak detector and responsive to the output of the peak detector to develop the output signal of the electronic voltage regulator, whereby the electronic voltage regulator is responsive to small AC output voltages induced into the stator winding by residual magnetism during low alternator speeds, such as during start up to develop an output signal at an output of the electronic voltage regulator of sufficient magnitude to fully excite the alternator field winding even when small AC output voltages are of lower magnitude than that required to forward a silicon semiconductor junction; and a coupler to couple the output signal of the electronic voltage regulator to the field winding of the alternator.
A charging system for amplifying AC output voltages induced in a stator winding of an alternator by residual magnetism in the alternator rotor and energizing a field winding of the alternator at low alternator rotational speeds to self-energize the charging system by means of the residual magnetism, the charging system comprising: an alternator having a stator winding wound on a core, the alternator further having a field winding wound on a core and in operative proximity to the stator winding to provide an electromagnetic field for the stator winding; an electronic voltage regulator having at least one input terminal coupled to the stator winding of the alternator, the electronic voltage regulator comprising an operational amplifier having one of its input terminals coupled to the input terminal of the electronic voltage regulator, the operational amplifier providing an amplified output AC
signal at its output terminal, a peak detector coupled to the output terminal of the operational amplifier to peak detect the magnitude of the amplified AC output signal, and a circuit coupled to the peak detector and responsive to the output of the peak detector to develop the output signal of the electronic voltage regulator, whereby the electronic voltage regulator is responsive to small AC output voltages induced into the stator winding by residual magnetism during low alternator speeds, such as during start up to develop an output signal at an output of the electronic voltage regulator of sufficient magnitude to fully excite the alternator field winding even when small AC output voltages are of lower magnitude than that required to forward a silicon semiconductor junction; and a coupler to couple the output signal of the electronic voltage regulator to the field winding of the alternator.
Description
~32~6 Backqround of the Invention ,, . _ This invention pertains to self-excitation of the alternator in a rnotor vehicle charging system, and more particularly, to a self-excited charging system ~sing an alternator of the low-carbon steel rotor type and an electronic voltage regulator which is sufficiently sensitive to respond to electrical signals developed from residual rnagnetism in the alternator to self-excite the alternator at low engine RPM.
One technique known to the prior art to exci-te an alternator is to provide an excitation current or the like into the field winding o~ the alternator during start-up or during low engine RPM. Such an arrangement, however, frequently requires an extra set of contacts in the ignition switch which necessarily adds to the cost of the charging system and also adversely affects charging system reliability. An extra wire or connection in the chargirl~ system is also frequently required when usincl this tecnnique.
Othe~ techniques have also been used to self excite the alternator of the charging system and to minimize the number of connections in the charging system. Another such technique is the use of high carbon steel in the rotor core of the alternator. The high carbon Z~3~
steel provides rnore residual magnetism and therefore a correspondinyly hiqher electrical slgnal during start-up of the alternator which may then be utilized to self-excite the alternator. However, high carbon steel in the rotor lowers the permeability of the rotor iron.
This lower permeability means that there will be less magnetic flux for given conditions compared to the use of low carbon steel. The lower permeability of high carbon steel in the rotor also necessarily means that the output current capability of the alternator is reduced compared to tne use of a similar amount oE low carbon steel. The output of the high carbon steel type rotors may of course be increased by adding extra steel, but this is under a weight and cost penalty in order to provide the same output current capability.
~ ligh carbon steel rotor cores are used in the prior art to take advantage of the residual magnetism present in the alternator to provide a signal of sufficient magnitude to overcome -the input threshold in the voltage regulator for the alternator and/or the forward bias potential of the typical diode trio. The voltage regulator ls typically referenced to qround and is biassed from the battery which is most commonly a positive voltaqe supply. Voltage regulators -therefore typically have an input threshold voltage which must be reached and e~ceeded in orc3er to provide an output signal suitable for energizing the alternator field coil.
r~ypical]y, the voltage signal resulting from -the residual magnetism is rectified as by a diode trio, and then supplied to the input of the voltacle regulatorO This means that there is at least one forward biassed silicon diode drop in the diode trio, which is typically 0.7 volts for a silicon diode. Additionally, as mentioned above, the voltage regulator input may also have some threshold level before activation. Typically, the input stage to a voltage requlator has an NPN type transistor ~8~
with its emitter referenced to ~rouncl arld the base terminal thereof coupled to the input terminal o~
the voltage requlator. This means that yet another se~ni-conductor must be forward biased in order to activate the electronic voltaqe regulator. For an NPN tyPe transistor with its emitter referenced to ground and the base terminal coupled to the input termina]. of the voltage regulator, another 0.7 volt drop will be needed to forward bias the base to ernitter junction of the MPN
transistor. These voltage drops necessarily translate into sic~nifi.cant engine RPM before the resiclual magne-tism in the alternator will provide a sufficiently large signal that may be rectified and applied to the input of the voltage regulator to activate the regulator.
For example, in self-exciting charging systeTns utilizi.n~
an alternator of the high carhon steel rotor type, it is not at all unusual for engine ~PM to have to exceed 1,000 before the voltage regulator will sufficiently energize the field winding of the alternator and enable the alternator to cut in. Since approximately a 2:1 pulley ratio is commonly employed between the engine and the alternator, 1000 engine RPM translates into about 2000 alternator RP~. If the engine of the charging system in which the alternator is installed shoul.d hesitate or otherwise begin to stall, the engine RPM may drop sufEiciently that the alternator may cut out and the minirnum encline speed Eor alternator cut in rnay again have to be exceeded before the charging system is again self-excited~
Summary of the Invent Accordingly, it is a principal object of the present invention to provide a charging system including an alternator oE the low-carbon steel rotor type and an electronic voltage regulator which is sufficiently 3~
sensitive to the alternator siqnals induced by residual magnetlsm in the alternator to self-e~ci~e the chargirlg system at low engine ~PM.
A related object o~ the present invention ls to provide an electronic voltage regulator having an input coupled to at least one o~ the stator windings of an alternator of the low-carbon steel rotor type which i5 responsive to ~C output voltages of a lower magnitude than that of a forward biased silicon semiconductor junction such that the electronic voltage regulator may begin to excite the field winding of the alternator at lower engine RPM, such as during engine start up~
A further object of the present invention is to provide an electronic voltage regulator which is re-sponsive to the AC voltages of the stator windings of the alternator down to electrical noise levels, as well as to the AC signals from the stator windings during maximum engine RPM, and to all operating conditions therebetween.
Briefly, the charqing system of the present in-vention is of the self-excited type including an alternator havinq a low-carbon steel rotor core. An electronic voltage regulator has its input coupled to at least one oE the stator output windings of the alternator and is responsive to the AC output voltages provided thereby. The electronic voltage regulator has an input threshold which is lower than that of a forward biassed silicon semiconductor junction such that the electronic voltage regulator is sensitive to electrical signals from the stator windings of the alternator resulting from residual magnetism in alternator during low engine speeds, parkicularly during engine start up. The input stage of the electronic voltage regulator arnplifies the ~C output voltages of the stator windings of the alternator, including those small electrical signals induced by residual maglletism in the alternator, and applies the amplified AC si~nals to a ~eak detector. The output signal from the peak detector is then ap~lied to a DC amplifying and regulatin~ staqe which provides a regulated C output signal to energize the field coil windinq of the alternator. The input stage of the electronic voltage regulator is preferrably responsive to only one polarity oE the AC signal from the stator windings of the alternator to energize the field coil of the alternator, while re~ecting the o~posite polarity portion of the AC signal from the stator windings. The input stage of the electronic volt3ge regulator is also filtered to provide immunity to radio frequency interference and other types of noise.
Brief Description o~ the Drawing The single drawing fiyure is a schematic diagram illustrating the charging system of the ~resent inven tion.
Description of the Preferred Embodiment Referring to the single drawing figure, there is shown a charging system for a direct current ~attery 10 including an alterna~or, qenerall~ designated 1l, and a voltaqe reglllator, generally designated 12.
Alternat~r 11 is shown with lts stator windings 13A, 13B and 13C connected in the well-known wye connectionO
Associated with stator windings 13A, 13B and 13C is a stator core (not shown) which is typically fahricated from iron or steel sheet laminations. The stator wind-ings are then wound about the assembled lamination~ of the stator core in a manner well known to the prior art.
~ptionally, the stator windings 13A, 13B and 13C may be connected in the well known delta conEiguration~ The voltaqe regulator 12 of this invention is adaptable to either type of stator winding connections.
As mentioned above, the rotor core of alternator 11 is preferably of low carbon steel. Low carbon steel is prefered since it has a higher permeabilit~ and therefore will provide a higher current output capability for alternator 11 than for the same amo-lnt of high carbon steel. Expressed another way, to provide an alternator having a desired current capability output, a smaller amount of low carbon steel is required as cornpared to high carbon steel. Lo~ carbon steel core.s are therefore much preferred in manufacturing alternators since the rotor core can be of reduced siæe and weight as compared to the use of a high carbon steel core. Of course, low carbon steel for the rotor core is also more malleable and therefore easier and less expensive to manufacture.
The advantage of high carbon steel is that it provides more residual magnetism, but this is at a sacrifice in magnetic permeability. As discussecl above, a high permeability type rotor core is often required by prior art voltage regulators in order to provide a charging system of the self-exciting type in which the alternator cuts in when the engine driving the alternator reaches sufficient RPM that the AC signals induced by residual magnetism in the stator windings become sufficient in magnitude to activate the electronic voltage regulator.
In the wye connection depicted in the drawing figure, the ends of stator windings 13A, 13B and 13C
which are not commonl~ connected are brought out for connection to a full wave rectification bridge including diodes 1~, 15, 16~ 17, 18 and 19, also in a manner well known to the prior art. The diode bridge recitifies AC
voltages from stator windings 13A, 13B, and 13C to provicle charying current to the B-~ line which is also connected to the positive terminal of battery 10. A tap
One technique known to the prior art to exci-te an alternator is to provide an excitation current or the like into the field winding o~ the alternator during start-up or during low engine RPM. Such an arrangement, however, frequently requires an extra set of contacts in the ignition switch which necessarily adds to the cost of the charging system and also adversely affects charging system reliability. An extra wire or connection in the chargirl~ system is also frequently required when usincl this tecnnique.
Othe~ techniques have also been used to self excite the alternator of the charging system and to minimize the number of connections in the charging system. Another such technique is the use of high carbon steel in the rotor core of the alternator. The high carbon Z~3~
steel provides rnore residual magnetism and therefore a correspondinyly hiqher electrical slgnal during start-up of the alternator which may then be utilized to self-excite the alternator. However, high carbon steel in the rotor lowers the permeability of the rotor iron.
This lower permeability means that there will be less magnetic flux for given conditions compared to the use of low carbon steel. The lower permeability of high carbon steel in the rotor also necessarily means that the output current capability of the alternator is reduced compared to tne use of a similar amount oE low carbon steel. The output of the high carbon steel type rotors may of course be increased by adding extra steel, but this is under a weight and cost penalty in order to provide the same output current capability.
~ ligh carbon steel rotor cores are used in the prior art to take advantage of the residual magnetism present in the alternator to provide a signal of sufficient magnitude to overcome -the input threshold in the voltage regulator for the alternator and/or the forward bias potential of the typical diode trio. The voltage regulator ls typically referenced to qround and is biassed from the battery which is most commonly a positive voltaqe supply. Voltage regulators -therefore typically have an input threshold voltage which must be reached and e~ceeded in orc3er to provide an output signal suitable for energizing the alternator field coil.
r~ypical]y, the voltage signal resulting from -the residual magnetism is rectified as by a diode trio, and then supplied to the input of the voltacle regulatorO This means that there is at least one forward biassed silicon diode drop in the diode trio, which is typically 0.7 volts for a silicon diode. Additionally, as mentioned above, the voltage regulator input may also have some threshold level before activation. Typically, the input stage to a voltage requlator has an NPN type transistor ~8~
with its emitter referenced to ~rouncl arld the base terminal thereof coupled to the input terminal o~
the voltage requlator. This means that yet another se~ni-conductor must be forward biased in order to activate the electronic voltaqe regulator. For an NPN tyPe transistor with its emitter referenced to ground and the base terminal coupled to the input termina]. of the voltage regulator, another 0.7 volt drop will be needed to forward bias the base to ernitter junction of the MPN
transistor. These voltage drops necessarily translate into sic~nifi.cant engine RPM before the resiclual magne-tism in the alternator will provide a sufficiently large signal that may be rectified and applied to the input of the voltage regulator to activate the regulator.
For example, in self-exciting charging systeTns utilizi.n~
an alternator of the high carhon steel rotor type, it is not at all unusual for engine ~PM to have to exceed 1,000 before the voltage regulator will sufficiently energize the field winding of the alternator and enable the alternator to cut in. Since approximately a 2:1 pulley ratio is commonly employed between the engine and the alternator, 1000 engine RPM translates into about 2000 alternator RP~. If the engine of the charging system in which the alternator is installed shoul.d hesitate or otherwise begin to stall, the engine RPM may drop sufEiciently that the alternator may cut out and the minirnum encline speed Eor alternator cut in rnay again have to be exceeded before the charging system is again self-excited~
Summary of the Invent Accordingly, it is a principal object of the present invention to provide a charging system including an alternator oE the low-carbon steel rotor type and an electronic voltage regulator which is sufficiently 3~
sensitive to the alternator siqnals induced by residual magnetlsm in the alternator to self-e~ci~e the chargirlg system at low engine ~PM.
A related object o~ the present invention ls to provide an electronic voltage regulator having an input coupled to at least one o~ the stator windings of an alternator of the low-carbon steel rotor type which i5 responsive to ~C output voltages of a lower magnitude than that of a forward biased silicon semiconductor junction such that the electronic voltage regulator may begin to excite the field winding of the alternator at lower engine RPM, such as during engine start up~
A further object of the present invention is to provide an electronic voltage regulator which is re-sponsive to the AC voltages of the stator windings of the alternator down to electrical noise levels, as well as to the AC signals from the stator windings during maximum engine RPM, and to all operating conditions therebetween.
Briefly, the charqing system of the present in-vention is of the self-excited type including an alternator havinq a low-carbon steel rotor core. An electronic voltage regulator has its input coupled to at least one oE the stator output windings of the alternator and is responsive to the AC output voltages provided thereby. The electronic voltage regulator has an input threshold which is lower than that of a forward biassed silicon semiconductor junction such that the electronic voltage regulator is sensitive to electrical signals from the stator windings of the alternator resulting from residual magnetism in alternator during low engine speeds, parkicularly during engine start up. The input stage of the electronic voltage regulator arnplifies the ~C output voltages of the stator windings of the alternator, including those small electrical signals induced by residual maglletism in the alternator, and applies the amplified AC si~nals to a ~eak detector. The output signal from the peak detector is then ap~lied to a DC amplifying and regulatin~ staqe which provides a regulated C output signal to energize the field coil windinq of the alternator. The input stage of the electronic voltage regulator is preferrably responsive to only one polarity oE the AC signal from the stator windings of the alternator to energize the field coil of the alternator, while re~ecting the o~posite polarity portion of the AC signal from the stator windings. The input stage of the electronic volt3ge regulator is also filtered to provide immunity to radio frequency interference and other types of noise.
Brief Description o~ the Drawing The single drawing fiyure is a schematic diagram illustrating the charging system of the ~resent inven tion.
Description of the Preferred Embodiment Referring to the single drawing figure, there is shown a charging system for a direct current ~attery 10 including an alterna~or, qenerall~ designated 1l, and a voltaqe reglllator, generally designated 12.
Alternat~r 11 is shown with lts stator windings 13A, 13B and 13C connected in the well-known wye connectionO
Associated with stator windings 13A, 13B and 13C is a stator core (not shown) which is typically fahricated from iron or steel sheet laminations. The stator wind-ings are then wound about the assembled lamination~ of the stator core in a manner well known to the prior art.
~ptionally, the stator windings 13A, 13B and 13C may be connected in the well known delta conEiguration~ The voltaqe regulator 12 of this invention is adaptable to either type of stator winding connections.
As mentioned above, the rotor core of alternator 11 is preferably of low carbon steel. Low carbon steel is prefered since it has a higher permeabilit~ and therefore will provide a higher current output capability for alternator 11 than for the same amo-lnt of high carbon steel. Expressed another way, to provide an alternator having a desired current capability output, a smaller amount of low carbon steel is required as cornpared to high carbon steel. Lo~ carbon steel core.s are therefore much preferred in manufacturing alternators since the rotor core can be of reduced siæe and weight as compared to the use of a high carbon steel core. Of course, low carbon steel for the rotor core is also more malleable and therefore easier and less expensive to manufacture.
The advantage of high carbon steel is that it provides more residual magnetism, but this is at a sacrifice in magnetic permeability. As discussecl above, a high permeability type rotor core is often required by prior art voltage regulators in order to provide a charging system of the self-exciting type in which the alternator cuts in when the engine driving the alternator reaches sufficient RPM that the AC signals induced by residual magnetism in the stator windings become sufficient in magnitude to activate the electronic voltage regulator.
In the wye connection depicted in the drawing figure, the ends of stator windings 13A, 13B and 13C
which are not commonl~ connected are brought out for connection to a full wave rectification bridge including diodes 1~, 15, 16~ 17, 18 and 19, also in a manner well known to the prior art. The diode bridge recitifies AC
voltages from stator windings 13A, 13B, and 13C to provicle charying current to the B-~ line which is also connected to the positive terminal of battery 10. A tap
2~
21 between diodes 16 and 17 is brought out as an input to the voltage reyulator 12 on line 24. One of the other taps 20 is referenced to ground through a resistor 23.
Resistor 23 is shown as internal to the alternator 11, 5 but may optionally be located in regulator 12. Resistor 23 is of a sufficently high resistance so as to not appreciably load winding 13A, but to also present the potential across windings 13A and 13C to the input of regulator 12 without any semiconductor junction potential 10 drops. It will he appreciated b~7 those skilled in the art that the input on line 24 Erom tap 21 may be interchanged with tap 25 hetween diodes 18 and 19 and that resistor 23 may be on one of the other taps provided that line 24 and resistor 23 are not on the same tap.
15 This is because the signals from the stator windings 13A, 13B, and 13C of alternator 11 are alternating current (AC) signals and each of windings 13A, 13s, and 13C are usually ph~sically identical such that the output of the respective windings differs only in phase. Thus, while 2n the output of the winding pa rs 13A and 13C have been selected for the input to regulator 12, other pairs of stator windin~s may alternatively be selected.
In the embodiment shown, the AC sicJnal at tap 21 oE
the full wave rectification brid~e is routed by line 24 25 to an input resistor 28 oE the electronic voltage re~ulator 12. The other encl of resistor 28 is connected to l:he cathode terminal of a zener diode 29. The anode terminal oE zener cliode 29 is referenced to qround. Also connected to the cathode terminal of zener diode 29 is a 30 capacitor 30 which has its other terminal connected to the cathode of a diode 31, a capacitor 32 and a resistor 33. The anode terminal of diode 31 and the other terminal of capacitor 32 are both referencec] to ~round.
The other end oE resistor 33 is connected to another 35 resistor 3~ and to a non-inverting input 35 of an inte~ral:ed circuit operational amplifier 36. The other terminal of resistor 34 is referenced to qround.
Operational amplifier 36 has an invertin~ input 37 "hich is referenced to ground through a resistor 38 and to the output 39 oE operational ampli.fier 36 through anothe-~
resistor 40.
Zener diode 29 will pass the positive portion of theAC si~nals present at its cathode, provided that the zener voltage of about 13.0 volts is not exceeded, through capacitor 30 to a resistor divider formed by resistors 33 and 34. Of course, for sufficiently negative input signals, zener diode 29 will be forward biassed and limit the signals at its cathode to about -0.7 volts. Diode 31 further limits the negative vol-tage at the node between capacitor 30 and resistor 33 to about -0~7 volts. Capacitor 32 filters radio fre~uency interference and other types of noise. The resistor divider formed by resistors 33 and 34 functions to limit the voltage applied to non-inverting input 35 of amplifier 36 to about -0.3 volts Eor protection of amplifier 36 from excessive negative voltage levels.
Resistors 38 and 40 which are connected to inverting input 37 of amplifier 36 determine the voltage gain of amplifier 36 and are typically selected for a voltage gai.n oE about 50. It is desirable to have a voltage qain in the range of about 50 so that small AC voltage s.ignals, such as those induced in stator windings 13A, 13B and 13C of a.lternator 11 by residual magnetism during low eng.ine RPM or during en~ine start-up can be sufficiently amplified to activate the electronic voltage regulator 12 while at the same time avoiding amplification of noise. Operational amplifier 36 is preferably of the type which may be operated from a single polarity voltage supply and referenced to ground so that it is not necessary to supply an opposite polarity voltage for biassing purposes. Amplifier 36 is of the diEferential type that will amplify any potential 2~~
difference between its input termina]s 35 and 37. Since terminal 37 is referenced to ground through resistor 38, amplifier 36 will be responsive to any non-zero potential at non-invertin~ input 35 to ~rovide an amplified signal output at output terminal 39. A preferred part number for amplifier 36 is MC258 which is commercially available from ~otorola, Inc., Phoenix, ArizonaO
Amplifier 36 is biassed from the positive battery terminal B+ through a resistor 42 to the cathode terminal of a zener diode 43 which regulates the bias voltage on a line 44 to the amplifier 36. ~ener diode 43 protects amplifier 36 from any over voltage transients or noise.
The output 39 of ampliEier 36 is connected to the anode terminal of a rectifying diode 45. The cathode terminal diode 45 is connected to a capacitor 46 which has its other end reEerenced to ground, and to a re-sistor 47. The other terminal oE resistor 47 is connected to the base terminal o~ a transistor 48, to one terminal of a resistor 491 which has its other terminal referenced to ground, and to a capacitor 50. Capacitor 50 has its other terminal connected to the collector of transistor 48 to take advanta~e of the well-known ~liller effect connection between the base and collector terminals of a transistor to provide more efEective ~5 ~ilterin~.
Diode 45 and capacitor 46 together form a peak c1etec-tor ~or the output 39 of amplifier 36. Positive pulses on output 39 of amplifler 36 will be passed by diode ~5 to charge capacitor 46. Howeve~, negative pulses and that portion of positive pulses which are not greater than the voltage on capacitor 46 will not be passed by diode 45 since it will be reverse biassed or at least not sufficiently forward biassed. The output of this peak detector is provided by resistor 47 to the base terminal of NPN type transistor 48. The characteristics oE the peak detector are chosen to keep transistor 48 in an on state or in a saturated condition above a pre-determined alternator RPM set by the circuit ~ain; for example, 250 alternator RPM. Resistor 47 limi~s th~ base drive to transistor 48 and together, resistors 47 and 49 provide a discharge path for capacitor ~6.
The aforedescribed circuitry between resistor 28 and transistor 4~ constitutes the input stage for voltage !j regulator l~, including resistors 24, 33, 34, 38, 40, 47 and 49, capacitors 30, 34, 46 and 50, zener diode ~9, ..~ 10 diodes 31 and 45, operational amplifer 36, and transistor 4~. -Transistor ~8, which has its emitter terminalreferenced to ground, has its collector terminal connected through a resistor 53 to the base terminal of a PNP type transistor 5~. A resistor 55 is connected across the base to emitter junction of transistor 5~ to provide a path for collector leakage currents of transistor ~8. The emitter terminal of transistor 54 is reEerenced to the positive battery supply line B+ and the collector terminal thereof is connected through a current .imiting resistor 56 to the collector terminal o~ an ~PN
transistor 57 and to the base terminal of another NPN
transistor 58. Transistor 58 has its emitter terminal connected to the hase terminal of another NPN transistor 59 w.ith the emitter terminal oE transistor 59 referenced to qround. The collectors o transistors 5~ and 59 are both connected to one terminal of a field winding 60 for alternator 11 and to the anode terminal of a :Eree wheeling diode 61. The cathode of diode 61 and the other terminal of field winding 60 are both connected to the supply voltage B+ line. Thus, when transistor 48 is turned on into a saturated condition in response to a peak detected positive pulse from amplifier 36, PNP
transistor 54 is also turned on which in turn turns on NPN type transistors S~ and 59 to energize field winding 60.
21 between diodes 16 and 17 is brought out as an input to the voltage reyulator 12 on line 24. One of the other taps 20 is referenced to ground through a resistor 23.
Resistor 23 is shown as internal to the alternator 11, 5 but may optionally be located in regulator 12. Resistor 23 is of a sufficently high resistance so as to not appreciably load winding 13A, but to also present the potential across windings 13A and 13C to the input of regulator 12 without any semiconductor junction potential 10 drops. It will he appreciated b~7 those skilled in the art that the input on line 24 Erom tap 21 may be interchanged with tap 25 hetween diodes 18 and 19 and that resistor 23 may be on one of the other taps provided that line 24 and resistor 23 are not on the same tap.
15 This is because the signals from the stator windings 13A, 13B, and 13C of alternator 11 are alternating current (AC) signals and each of windings 13A, 13s, and 13C are usually ph~sically identical such that the output of the respective windings differs only in phase. Thus, while 2n the output of the winding pa rs 13A and 13C have been selected for the input to regulator 12, other pairs of stator windin~s may alternatively be selected.
In the embodiment shown, the AC sicJnal at tap 21 oE
the full wave rectification brid~e is routed by line 24 25 to an input resistor 28 oE the electronic voltage re~ulator 12. The other encl of resistor 28 is connected to l:he cathode terminal of a zener diode 29. The anode terminal oE zener cliode 29 is referenced to qround. Also connected to the cathode terminal of zener diode 29 is a 30 capacitor 30 which has its other terminal connected to the cathode of a diode 31, a capacitor 32 and a resistor 33. The anode terminal of diode 31 and the other terminal of capacitor 32 are both referencec] to ~round.
The other end oE resistor 33 is connected to another 35 resistor 3~ and to a non-inverting input 35 of an inte~ral:ed circuit operational amplifier 36. The other terminal of resistor 34 is referenced to qround.
Operational amplifier 36 has an invertin~ input 37 "hich is referenced to ground through a resistor 38 and to the output 39 oE operational ampli.fier 36 through anothe-~
resistor 40.
Zener diode 29 will pass the positive portion of theAC si~nals present at its cathode, provided that the zener voltage of about 13.0 volts is not exceeded, through capacitor 30 to a resistor divider formed by resistors 33 and 34. Of course, for sufficiently negative input signals, zener diode 29 will be forward biassed and limit the signals at its cathode to about -0.7 volts. Diode 31 further limits the negative vol-tage at the node between capacitor 30 and resistor 33 to about -0~7 volts. Capacitor 32 filters radio fre~uency interference and other types of noise. The resistor divider formed by resistors 33 and 34 functions to limit the voltage applied to non-inverting input 35 of amplifier 36 to about -0.3 volts Eor protection of amplifier 36 from excessive negative voltage levels.
Resistors 38 and 40 which are connected to inverting input 37 of amplifier 36 determine the voltage gain of amplifier 36 and are typically selected for a voltage gai.n oE about 50. It is desirable to have a voltage qain in the range of about 50 so that small AC voltage s.ignals, such as those induced in stator windings 13A, 13B and 13C of a.lternator 11 by residual magnetism during low eng.ine RPM or during en~ine start-up can be sufficiently amplified to activate the electronic voltage regulator 12 while at the same time avoiding amplification of noise. Operational amplifier 36 is preferably of the type which may be operated from a single polarity voltage supply and referenced to ground so that it is not necessary to supply an opposite polarity voltage for biassing purposes. Amplifier 36 is of the diEferential type that will amplify any potential 2~~
difference between its input termina]s 35 and 37. Since terminal 37 is referenced to ground through resistor 38, amplifier 36 will be responsive to any non-zero potential at non-invertin~ input 35 to ~rovide an amplified signal output at output terminal 39. A preferred part number for amplifier 36 is MC258 which is commercially available from ~otorola, Inc., Phoenix, ArizonaO
Amplifier 36 is biassed from the positive battery terminal B+ through a resistor 42 to the cathode terminal of a zener diode 43 which regulates the bias voltage on a line 44 to the amplifier 36. ~ener diode 43 protects amplifier 36 from any over voltage transients or noise.
The output 39 of ampliEier 36 is connected to the anode terminal of a rectifying diode 45. The cathode terminal diode 45 is connected to a capacitor 46 which has its other end reEerenced to ground, and to a re-sistor 47. The other terminal oE resistor 47 is connected to the base terminal o~ a transistor 48, to one terminal of a resistor 491 which has its other terminal referenced to ground, and to a capacitor 50. Capacitor 50 has its other terminal connected to the collector of transistor 48 to take advanta~e of the well-known ~liller effect connection between the base and collector terminals of a transistor to provide more efEective ~5 ~ilterin~.
Diode 45 and capacitor 46 together form a peak c1etec-tor ~or the output 39 of amplifier 36. Positive pulses on output 39 of amplifler 36 will be passed by diode ~5 to charge capacitor 46. Howeve~, negative pulses and that portion of positive pulses which are not greater than the voltage on capacitor 46 will not be passed by diode 45 since it will be reverse biassed or at least not sufficiently forward biassed. The output of this peak detector is provided by resistor 47 to the base terminal of NPN type transistor 48. The characteristics oE the peak detector are chosen to keep transistor 48 in an on state or in a saturated condition above a pre-determined alternator RPM set by the circuit ~ain; for example, 250 alternator RPM. Resistor 47 limi~s th~ base drive to transistor 48 and together, resistors 47 and 49 provide a discharge path for capacitor ~6.
The aforedescribed circuitry between resistor 28 and transistor 4~ constitutes the input stage for voltage !j regulator l~, including resistors 24, 33, 34, 38, 40, 47 and 49, capacitors 30, 34, 46 and 50, zener diode ~9, ..~ 10 diodes 31 and 45, operational amplifer 36, and transistor 4~. -Transistor ~8, which has its emitter terminalreferenced to ground, has its collector terminal connected through a resistor 53 to the base terminal of a PNP type transistor 5~. A resistor 55 is connected across the base to emitter junction of transistor 5~ to provide a path for collector leakage currents of transistor ~8. The emitter terminal of transistor 54 is reEerenced to the positive battery supply line B+ and the collector terminal thereof is connected through a current .imiting resistor 56 to the collector terminal o~ an ~PN
transistor 57 and to the base terminal of another NPN
transistor 58. Transistor 58 has its emitter terminal connected to the hase terminal of another NPN transistor 59 w.ith the emitter terminal oE transistor 59 referenced to qround. The collectors o transistors 5~ and 59 are both connected to one terminal of a field winding 60 for alternator 11 and to the anode terminal of a :Eree wheeling diode 61. The cathode of diode 61 and the other terminal of field winding 60 are both connected to the supply voltage B+ line. Thus, when transistor 48 is turned on into a saturated condition in response to a peak detected positive pulse from amplifier 36, PNP
transistor 54 is also turned on which in turn turns on NPN type transistors S~ and 59 to energize field winding 60.
3;~3~
Field ~inding 60 typically ls wound from ~ wire which is sized to provide a small amount of resistance for example a~out 4 ohms such that the amount of current conducted by transistors 58 and 59 through winding 60 will be self limited. Alternatel~y a srnall amount of separate resistance may be provided in series with winding 60. Free wheeling diode 61 is reversed biassed and therefore non-conductive during conductive or ON
states of transistors 58 and 59. Diode 61 beco~es conductive during OFF states of transistors 58 and 59 to provide an inductive current path for winding 60 in a manner well ]cnown to the prior art.
Transistor 57 regulates the amount of energization to coil 60 by diverting some of the base current drive from transistor 58 which is provided by transistor 54~
to ground. This shunting action of transistor 57 is in response to the voltage level of the B+ line. A variable resistor 63 and a fixed resistor 6~ are series connected between the B+ line and ground and form an ad~ustable voltage divider. A node 65 between resistors 63 and 64 is connected to the cathode terminal of a zener diode 66 which has its anode terminal connected to the base of transistor 57. The anode terminal of æener diode 66 is further referenced to ground through a resistor 67. A
filterinq capacitor 68 is in parallel with resistor 67.
~nother capacitor 69 is connected between the base and col.l.ector terminals of transistor 57 to provide e:Efective filtering in accordance with the well-known Miller effect connection.
Thus when the charging system is operating and sufficient current is being supplied by alternator 11 to battery 10 at some point the B-~ line connected to the positive terminal battery 10 will reach a voltage wh.ich will render zener diode 66 conductive to turn on trans-transistor 57 to regulate excitation of field winding 60 and therefore the amount of alternator output current.
Resistor 63 is variahle to ad~ust the desired threshold voltage at which the charglng system will be self-regulating.
A feedbac~ network is provided between transistor 57 and transistors 58 and 53 to provide further frequency stability and noise filtering for the voltage regulator.
A capacitor 70 is connected in series with a resistor 71 between the base terminal of transistor 57 and the cathode terminal of a zener diode 72 which has its anode referenced to ground. The cathode terminal of zener diode 72 is also connected through another resistor 73 to the collector terminals of transistors 58 and 59. This feedback circuit aids in controlling the duty cycle and frequency of current in the field winding 60 of the alternator 11. The feedbac~ circuit further minimizes the effect of voltage spikes and ripple on the feedback current. This feedback circuit is further disclosed in U.S. patent 4,223,3fi3 to Santis et al.~ which is assigned to the assignee of the present invention.
It will now be appreciated by those skilled in the art that a significant advance in the charging system arts has been attained. A self-excited charginq system has been developed which can make use of an alternator with a low carbon steel rotor which is much preferred over the high carbon steel type for the previously stated reasons. Due to the characteristics of the disclosed voltage regulator, full field winding excitation of the alternator may be accomplished at speeds considerably below normal engine operating speeds by use of AC
voltages induced into the stator windings by residual magnetism in the rotor core. This can be accomplished at alternator speeds at :Least as low as 25n RPMI which translate into engine speeds at least as low as 125 RPM
when employing the common 2:1 pulley ratio between the engine and alternator. The present invention also ~3~
completely illiminates the need for a conventional diode trio in the alternator.
Of course, those skilled in the art may find additional advantages or features in the present invention. For example, the present :invention may also be employed as an engine speed sensor, since at engine speeds below about 125 RPM transistor 48 will be intermittently conductive and above an engine speed of about 125 ~PM transistor 48 will be full ON or saturated.
The output of transistor 48 at its collector terminal may therefore be used as a siqnal that the engine is beginning to run, i.e., that the engine has achieved a speed of about 125 RPM which is above normal cran~ing speeds, but also below normal idle speeds. Such types of sensors are often needed in more sophisticated engine control systems as well as in diesel engines.
While an embodiment of the present invention has been shown and described, it will be obvious to those skilled in the art that chanqes and modifications may be made without departing from the invention in i-ts broader aspects, and, therefore, the aim of the appended claims is to cover all such changes and modiEications as fall within the true spirit and scope of the invention.
Field ~inding 60 typically ls wound from ~ wire which is sized to provide a small amount of resistance for example a~out 4 ohms such that the amount of current conducted by transistors 58 and 59 through winding 60 will be self limited. Alternatel~y a srnall amount of separate resistance may be provided in series with winding 60. Free wheeling diode 61 is reversed biassed and therefore non-conductive during conductive or ON
states of transistors 58 and 59. Diode 61 beco~es conductive during OFF states of transistors 58 and 59 to provide an inductive current path for winding 60 in a manner well ]cnown to the prior art.
Transistor 57 regulates the amount of energization to coil 60 by diverting some of the base current drive from transistor 58 which is provided by transistor 54~
to ground. This shunting action of transistor 57 is in response to the voltage level of the B+ line. A variable resistor 63 and a fixed resistor 6~ are series connected between the B+ line and ground and form an ad~ustable voltage divider. A node 65 between resistors 63 and 64 is connected to the cathode terminal of a zener diode 66 which has its anode terminal connected to the base of transistor 57. The anode terminal of æener diode 66 is further referenced to ground through a resistor 67. A
filterinq capacitor 68 is in parallel with resistor 67.
~nother capacitor 69 is connected between the base and col.l.ector terminals of transistor 57 to provide e:Efective filtering in accordance with the well-known Miller effect connection.
Thus when the charging system is operating and sufficient current is being supplied by alternator 11 to battery 10 at some point the B-~ line connected to the positive terminal battery 10 will reach a voltage wh.ich will render zener diode 66 conductive to turn on trans-transistor 57 to regulate excitation of field winding 60 and therefore the amount of alternator output current.
Resistor 63 is variahle to ad~ust the desired threshold voltage at which the charglng system will be self-regulating.
A feedbac~ network is provided between transistor 57 and transistors 58 and 53 to provide further frequency stability and noise filtering for the voltage regulator.
A capacitor 70 is connected in series with a resistor 71 between the base terminal of transistor 57 and the cathode terminal of a zener diode 72 which has its anode referenced to ground. The cathode terminal of zener diode 72 is also connected through another resistor 73 to the collector terminals of transistors 58 and 59. This feedback circuit aids in controlling the duty cycle and frequency of current in the field winding 60 of the alternator 11. The feedbac~ circuit further minimizes the effect of voltage spikes and ripple on the feedback current. This feedback circuit is further disclosed in U.S. patent 4,223,3fi3 to Santis et al.~ which is assigned to the assignee of the present invention.
It will now be appreciated by those skilled in the art that a significant advance in the charging system arts has been attained. A self-excited charginq system has been developed which can make use of an alternator with a low carbon steel rotor which is much preferred over the high carbon steel type for the previously stated reasons. Due to the characteristics of the disclosed voltage regulator, full field winding excitation of the alternator may be accomplished at speeds considerably below normal engine operating speeds by use of AC
voltages induced into the stator windings by residual magnetism in the rotor core. This can be accomplished at alternator speeds at :Least as low as 25n RPMI which translate into engine speeds at least as low as 125 RPM
when employing the common 2:1 pulley ratio between the engine and alternator. The present invention also ~3~
completely illiminates the need for a conventional diode trio in the alternator.
Of course, those skilled in the art may find additional advantages or features in the present invention. For example, the present :invention may also be employed as an engine speed sensor, since at engine speeds below about 125 RPM transistor 48 will be intermittently conductive and above an engine speed of about 125 ~PM transistor 48 will be full ON or saturated.
The output of transistor 48 at its collector terminal may therefore be used as a siqnal that the engine is beginning to run, i.e., that the engine has achieved a speed of about 125 RPM which is above normal cran~ing speeds, but also below normal idle speeds. Such types of sensors are often needed in more sophisticated engine control systems as well as in diesel engines.
While an embodiment of the present invention has been shown and described, it will be obvious to those skilled in the art that chanqes and modifications may be made without departing from the invention in i-ts broader aspects, and, therefore, the aim of the appended claims is to cover all such changes and modiEications as fall within the true spirit and scope of the invention.
Claims (6)
1. A charging system for amplifying AC output voltages induced in at least one stator winding of an alternator by residual magnetism in the alternator rotor and energizing a field winding of the alternator at low alternator rotational speeds to self-energize the charging system by means of the residual magnetism, said charging system comprising:
an alternator having at least one stator winding wound on a core, the alternator further having a field winding wound on a low carbon steel core and in operative proximity to said stator winding to provide an electromagnetic field for said stator winding;
electronic voltage regulator means having at least one input terminal coupled to said stator winding of the alternator, the electronic voltage regulator means comprising an operational amplifier having one of its input terminals coupled to the input terminal of the electronic voltage regulator means, the operational amplifier providing an amplified output AC signal at its output terminal, peak detector means coupled to the output terminal of the opera-tional amplifier to peak detect the magnitude of the amplified AC output signal, and circuit means coupled to the peak detector means and responsive to the output of the peak detector means to develop the output signal of the electronic voltage regulator means, whereby the electronic voltage regulator means is responsive to small AC output voltages induced into the stator winding by residual magnetism during low alternator speeds, such as during start-up to develop an output signal at an output of the electronic voltage regulator means of sufficient magnitude to fully excite the alternator field winding even when said small AC output voltages are of lower magnitude than that required to forward a silicon semi-conductor junction; and coupling means to couple the output signal of the elec-tronic voltage regulator means to said field winding of the alternator.
an alternator having at least one stator winding wound on a core, the alternator further having a field winding wound on a low carbon steel core and in operative proximity to said stator winding to provide an electromagnetic field for said stator winding;
electronic voltage regulator means having at least one input terminal coupled to said stator winding of the alternator, the electronic voltage regulator means comprising an operational amplifier having one of its input terminals coupled to the input terminal of the electronic voltage regulator means, the operational amplifier providing an amplified output AC signal at its output terminal, peak detector means coupled to the output terminal of the opera-tional amplifier to peak detect the magnitude of the amplified AC output signal, and circuit means coupled to the peak detector means and responsive to the output of the peak detector means to develop the output signal of the electronic voltage regulator means, whereby the electronic voltage regulator means is responsive to small AC output voltages induced into the stator winding by residual magnetism during low alternator speeds, such as during start-up to develop an output signal at an output of the electronic voltage regulator means of sufficient magnitude to fully excite the alternator field winding even when said small AC output voltages are of lower magnitude than that required to forward a silicon semi-conductor junction; and coupling means to couple the output signal of the elec-tronic voltage regulator means to said field winding of the alternator.
2. The charging system as in claim 1 wherein the input to said operational amplifier includes clipping means to clip one polarity portion of said AC output voltages from the said at least one stator output winding prior to amplification of the AC output voltage by the operational amplifier.
3. The charging system as in claim 1 wherein the input to said operational amplifier further comprises filtering means to filter the AC output voltages applied to the input of said operational amplifier.
4. An engine speed sensor to indicate an operative engine condition, such as start-up, said sensor comprising:
an alternator having at least one stator winding wound on a core, and a rotor having residual magnetism in operative and rotational proximity to said stator winding to induce AC output voltates into said stator winding during rotation of said rotor by an engine; and electronic voltage regulator means having at least one input terminal coupled to one stator winding of the alterna-tor, the electronic voltage regulator means comprising an operational amplifier having one of its input terminals coupled to one of the input terminals of the electronic voltage regulator means, the operational amplifier providing an amplified output AC signal at its output terminal, peak detector means coupled to the output terminal of the opera-tional amplifier to peak detect the magnitude of the ampli-field AC output signal from said operational amplifier, and circuit means coupled to the peak detector means and respon-sive to the output of the peak detector means to develop the output of the electronic voltage regulator means, whereby the electronic voltage regulator means is responsive to the AC output voltages induced into the stator winding by residual magnitism during low alternator speeds to develop an output signal indicative that the engine has reached a predetermined speed which is greater than the normal cranking speed but less than the normal engine idling speed.
an alternator having at least one stator winding wound on a core, and a rotor having residual magnetism in operative and rotational proximity to said stator winding to induce AC output voltates into said stator winding during rotation of said rotor by an engine; and electronic voltage regulator means having at least one input terminal coupled to one stator winding of the alterna-tor, the electronic voltage regulator means comprising an operational amplifier having one of its input terminals coupled to one of the input terminals of the electronic voltage regulator means, the operational amplifier providing an amplified output AC signal at its output terminal, peak detector means coupled to the output terminal of the opera-tional amplifier to peak detect the magnitude of the ampli-field AC output signal from said operational amplifier, and circuit means coupled to the peak detector means and respon-sive to the output of the peak detector means to develop the output of the electronic voltage regulator means, whereby the electronic voltage regulator means is responsive to the AC output voltages induced into the stator winding by residual magnitism during low alternator speeds to develop an output signal indicative that the engine has reached a predetermined speed which is greater than the normal cranking speed but less than the normal engine idling speed.
5. The engine speed sensor as claimed in claim 4 wherein the input terminal to said operational amplifier is also coupled to clipping means to clip one polarity portion of said AC output voltages from the stator winding prior to amplification of the AC output voltage by the operational amplifier.
6. The engine speed sensor as claimed in claim 4, wherein the input terminal to said operational amplifier is further coupled to filtering means to filter the AC output voltages applied to the input terminal of said operational amplifier.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US06/242,864 US4409539A (en) | 1981-03-12 | 1981-03-12 | Self-excitation for an alternator of the low-carbon steel rotor type |
| US06/242,864 | 1981-03-12 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1183206A true CA1183206A (en) | 1985-02-26 |
Family
ID=22916457
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000395607A Expired CA1183206A (en) | 1981-03-12 | 1982-02-04 | Electronic voltage regulator for self-excited alternator of the low carbon steel rotor type |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US4409539A (en) |
| CA (1) | CA1183206A (en) |
| ZA (1) | ZA821489B (en) |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4599552A (en) * | 1984-09-07 | 1986-07-08 | Century Electric, Inc. | Generator voltage regulator |
| FR2627642B1 (en) * | 1988-02-23 | 1990-08-03 | Equip Electr Moteur | MONOLITHIC REGULATOR PLURIFUNCTION OF THE EXCITATION VOLTAGE OF A BATTERY CHARGE ALTERNATOR OF A MOTOR VEHICLE |
| DE68905509T2 (en) * | 1988-02-23 | 1993-07-01 | Valeo Equip Electr Moteur | MULTI-FUNCTIONAL CONTROL DEVICE WITH CLOCK SYNCHRONOUS ALTERNATOR. |
| US5039933A (en) * | 1990-09-10 | 1991-08-13 | John Dong | Two-sided induction generator with both stator and rotor windings connected in parallel |
| US5245271A (en) * | 1990-09-21 | 1993-09-14 | Transpo Electronics, Inc. | Voltage regulator and method |
| FR2669783A1 (en) * | 1990-11-27 | 1992-05-29 | Valeo Equip Electr Moteur | DEVICE FOR REGULATING THE CHARGING VOLTAGE OF A BATTERY BY AN ALTERNATOR. |
| EP0577994B1 (en) * | 1992-06-25 | 1997-05-21 | Motorola, Inc. | Alternator voltage regulator comprising an alternator rotation detector and alternator battery charging system |
| DE4327485B4 (en) * | 1993-08-16 | 2005-10-27 | Robert Bosch Gmbh | Circuit arrangement for measuring the rotational speed of a generator |
| DE4428573A1 (en) * | 1994-08-12 | 1996-02-15 | Audi Ag | Three phase alternator for car |
| JPH0951697A (en) * | 1995-08-08 | 1997-02-18 | Denso Corp | Generation device for vehicle |
| JP3736011B2 (en) * | 1997-03-21 | 2006-01-18 | 株式会社デンソー | Vehicle power generation control device |
| FR2810813B1 (en) * | 2000-06-26 | 2003-10-31 | Denso Corp | VOLTAGE REGULATOR OF AN AC GENERATOR FOR VEHICLE |
| JP3664379B2 (en) * | 2000-07-06 | 2005-06-22 | 株式会社デンソー | Voltage control device for vehicle alternator |
| JP4193348B2 (en) * | 2000-10-03 | 2008-12-10 | 株式会社デンソー | Vehicle power generation control device |
| US6493924B2 (en) * | 2000-12-02 | 2002-12-17 | Kendro Laboratory Products, Inc. | Method for enabling a high torque/high speed brushless DC motor |
| US6534990B2 (en) * | 2001-07-18 | 2003-03-18 | Delphi Technologies, Inc. | Voltage regulator wake up control using frequency detection |
| JP4438261B2 (en) * | 2001-08-31 | 2010-03-24 | 株式会社デンソー | Vehicle alternator |
| DE102011086734B4 (en) | 2011-11-21 | 2023-11-16 | Robert Bosch Gmbh | Method for operating an energy supply unit for an on-board electrical system of a motor vehicle |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1463599C3 (en) * | 1964-05-14 | 1974-01-03 | Siemens Ag, 1000 Berlin U. 8000 Muenchen | Device for initiating the self-excitation of an alternator |
| GB1232386A (en) * | 1967-07-19 | 1971-05-19 | ||
| JPS5017645B1 (en) * | 1969-03-13 | 1975-06-23 | ||
| US3585490A (en) * | 1969-03-19 | 1971-06-15 | Gen Systems Inc | Voltage regulator arrangement for generators having auxiliary excitation means |
| US3611112A (en) * | 1969-10-31 | 1971-10-05 | Gen Motors Corp | Solid-state alternator static buildup circuit |
| US4087736A (en) * | 1975-07-22 | 1978-05-02 | Nippondenso Co., Ltd. | Current generating system |
| US3982169A (en) * | 1975-08-25 | 1976-09-21 | General Motors Corporation | Excitation system for a self-excited alternator |
| DE2806597A1 (en) * | 1978-02-16 | 1979-08-30 | Bosch Gmbh Robert | CIRCUIT ARRANGEMENT TO IMPROVE THE SELF-EXCITATION OF GENERATORS |
| US4223368A (en) * | 1978-09-14 | 1980-09-16 | Dattilo Donald P | Electrostatic discharge protection device |
| EP0016569B1 (en) * | 1979-03-16 | 1982-08-04 | LUCAS INDUSTRIES public limited company | Battery charging systems for road vehicles |
-
1981
- 1981-03-12 US US06/242,864 patent/US4409539A/en not_active Expired - Lifetime
-
1982
- 1982-02-04 CA CA000395607A patent/CA1183206A/en not_active Expired
- 1982-03-05 ZA ZA821489A patent/ZA821489B/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| ZA821489B (en) | 1983-03-30 |
| US4409539A (en) | 1983-10-11 |
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