CA1296385C - Alternator and regulator for use therewith - Google Patents
Alternator and regulator for use therewithInfo
- Publication number
- CA1296385C CA1296385C CA000549289A CA549289A CA1296385C CA 1296385 C CA1296385 C CA 1296385C CA 000549289 A CA000549289 A CA 000549289A CA 549289 A CA549289 A CA 549289A CA 1296385 C CA1296385 C CA 1296385C
- Authority
- CA
- Canada
- Prior art keywords
- output
- voltage
- alternator
- regulator
- supply
- 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 - Fee Related
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
- H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
- H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
Abstract
Abstract A regulator is disclosed for regulating a DC power supply such as an automotive alternator or generator which has a wide speed range and is hence capable of producing an output voltage and power which varies between wide limits. The regulator comprises electronic circuitry which allows the voltage at the alternator to rise while limiting the current therethrough, typically by means of pulse-width modulation; a DC-DC converter connected to the load; and circuitry to control the output voltage of the DC-DC converter within close limits. A permanent magnet alternator provided with a regulator of the type described is also disclosed.
Description
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This invention relates to a regulator particularly but not exclusively for use with an alternator.
Alternators with permanent magnets have been known for many years. For various reasons they have not, however, been widely used in automotive installations. Such alternators would have significant advantages in automotive applications. They have a small number of moving parts and are therefore dependable. They can be very compact and also electrically efficient. This latter characteristic is important as modern motor vehicles are making ever increasing demands on their electrical supply; so much so that it is becoming increasingly common for motor vehicles to be fitted with, for example, 12 volt, 50 amp alternators which usually require a twin pulley, twin v-belt drive with concomitant robustness of construction, bearings etc. as well as increased fuel consumption.
It is not clear why permanent magnet-type alternators are not widely used in the market place in automotive applications. One reason may be that no economically viable regulator has hitherto been produced which is capable of regulating the output voltage thereof over wide variations in speed and power demands. This would seem to be borne out by the fact that such alternators used in ~5 motor cycles have only crude regulators which comprise essentially simple inductances. This is very deleterious for the batteries to which they are connected.
It is one object of the invention to provide voltage regulating means which meets this requirement.
According to the invention there is provided a regulator for regulating the output of an uncontrolled variable DC
power supply driven by a variable speed source of mechanical power, comprising;
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(a) current limiting means including an input for connection to the output of the supply and an output, said current limiting means being capable of limiting the current from the supply to protect the supply while allowing the voltage from the supply to vary; (b) voltage converting means having an input for connection to the output of the current limiting means and an output for connection to a load, said voltage converting means being capable of converting said variable voltage from the output of the current limiting means to a controlled DC voltage;
and (c) control means having first sensing means for sensing current from the supply, second sensing means for sensing output current to the load, and third sensing means for sensing the output voltage of the voltage converting means, whereby in use the regulator converts the input from an uncontrolled variable DC power supply driven by a variable speed source of mechanical power into a controlled output of substantially constant voltage.
According to one aspect of the invention the current through the output is limited by pulse-width modulation means. The invention also extends the combination of the above regulator with an alternator, preferably a permanent magnet alternator.
The invention is further discussed with reference to the accompanying drawings which illustrate, by way of example only, an embodiment of the invention and in which:
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Figure 1 is a somewhat schematic cross-sectional view of an alternator;
Figure 2 is an end view of a stator orming part of the alternator;
Figure 3 is a sectional view on arrows A-A of Figure 2; and also includes a central support member and security bolts.
Figure 4 is an end view of a rotor forming part of the alternator;
Figure 5 is a sectional view on arrows B-~ of Figure 4;
Figure 6 is an end view of a casing forming a part of the alternator;
Figure 7 is a section view on arrows C-C in Figure 6;
Figure 8 is a block diagram of the alternator and electronic controls associated therewith;
Figure 9 is a circuit diagram showing schematiaally the alternator and the electronic controls;
Figure 10 shows part of the circuit of Figure 9 in greater detailt and Figure 11 shows another part oE the circuit of Figure 9, also in : 20 greater detail.
~ErAILRD D~scæIpTIo~ OF DRA~ DGS
Referring to the drawings, the alternator 10 comprises a casing 12, a , stator 14, and a rotor 16.
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The casing 12 comprises essentially a right-circular cylindrical wall 18 provided with a cross wall 20 intermediate its ends which divides the bore oE the casing into two portions 22, and 24. The casing is also provided with outwardly projecting lugs two of which, 26, are located at one end of the casing and one, 28, being located near the opposite end of the casing and in alignment with one of the lugs 26.
The lugs are used in a known manner for mounting the alternator on the engine of a motor vehicle.
The cross wall 20 is provided with a central hole 30 lying on the longitudinal axis 32 o~ -the casing and four holes 34 spaced uniformly around the central hole 30.
The casing is advantageously an aluminium die-casting.
The stator 14 comprises a central support member 36 of circular cross section having a round flange 38 located near the end thereo, leaving a spigot portion 40 projecting from the face of the flange. At the opposite end a shoulder 42 is machined in the support member for the location of a pair of ball bearings 44, best seen in Figure 1.
Between the shoulder 42 and the flange 38 a series of lamination elements 46 is mounted.
The shape of each element 46 is best seen in Figure 2. The element comprises, essentially, a disc the periphery of which is formed with a multiplicity of radially outwardly projecting finger-like portions 48 with spaces 50 therebetween. The elements 4C are held in place on the member 36 by means of bolts 52 which pass through holes 54 in the elements 46 and flange 38 and engage the holes 34 in the cross wall 20 of the casing. The bolts thus serve to hold the components of the stator together as well as holding the stator in fixed coaxial position in the casing.
The spigot 40 in the stator fits closely into the hole 30 in the cross wall of tbe casing, centralising the stator in the casing.
The projections 48 and spaces 50 of the elements 46 are in alignment when the stator is assembled and receive windings (not shown~ in the 38~;i conventional manner, the ends of the windings being led to terminals (not shown) in the portion 24 of the casing 12.
The rotor 16 is a cup-shaped steel forging cornprising a right circular cyLindrical wall 56 provided with a cross wall 58 at one end with an integral coaxial pulley 60 for a v-belt. The cross wall 58 is bored out to provide a pair of seats 62 spaced apart by a shoulder 64 for the bearings 44. The outside diameter of the wall 56 is marginally ~maller than that of the casing so that the rotor is a neat fit in the casing.
Twenty-four identical, permanent ceramic bar magnets 57 are mounted on the inside of the wall 56, uniformly spaced therearound in six blocks of four and disposed alternately with their North and South ends to the inner face of the rotor. The size of these magnsts is such that the rotor can be inserted in the annular space in the casing between the stator and the wall 18, the magnets neatly clearing the outside of the rotor. The rotor i9 held in place on the member 36 of the stator by means of a bolt which is mounted in the threaded hole 66 in the end I of the member 36 and which holds a retaining plate against the inner ! race of the outer bearing 44.
The permanent magnet alternator 10 in its present form uses magnets of dimensions 38mm (L) x 9mm (W) x 6mm (D) In production versions a ring magnet of dimensions 96mm (OD) x 84mm (ID) x 38mm (L) might be used.
Rotation of the rotor by means of a v-belt driven by the engine will thus induce an alternating voltage in the windings of the stator. In the present example this is a three phase winding with an open circuit voltage of 7 volts ~C (~5S) per 1000 r.p.m. of the rotor for each phase. The alternator is thus capable of producing 12 volts DC after rectification at an alternator r.p.m. of 800 representing a slow idle engine speed of, say, 550 r.p.m.
The scheme of the regulator is shown in Figure 8. Essential aspects thereof consist of a rectifier cirauit 70, an electronic control clrcuit 72 principally for limiting the output current through the input of DC-DC converter 74 while allowing the input voltage at the input to ri~e, and to limit the output voltage of the DC-DC converter :
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to, say, 13.8 volts in the case of a conventional 12 volt automotive assembly. Of course it is also in practice neccssary to provide such things as filter circuit~, overheat cutou~s and the like and a complete system is shown in more detail in the circuit diagrams in ~igures 9 to 11. The operation of this system should be clear to the skilled addressee and only some aspects thereof are described here in detail.
By the use of an electronic DC-DC converter to regulate output voltage, this invention enables the use of a simple permanent magnet alternator to operate over a wide RPM range. The DC-DC converter also controls the alternator output current in order to provide a 5.5 times magnification effect of the output current at the rated maximum RPM
(6300 rpm).
Referring to the circuit diagrams in Figures 9 to 11 and block diagram Figure 8, spinning the rotor of the permanent magnet alternator 10 produces an alternating voltage in the stator windings which is then fullwave rectified by diodes D1 to D6 to produce a DC voltage across lines 102, 104 proportional to rotor rpm. Diodes D7 to D9 produce a separate isolated OC supply across lines 102, 106 for the negative referenced electronic circuit 72.
The isolated DC supply is also used to indicate onset of charging through the potential divide resistors R2 and R3. When the voltage across R3 is greater than 0.6 volts transistor T2 turns on, turning transistor T3 off, which then turns the ignition light 108 off.
Resistors R1, R5, transistor T1 and zener diode ZD1 for~ a voltage regulator to provide a power supply for the negative referenced electronics.
By varying the pulse width of the DC-DC converter, the following control functions can be achieved :
(i) Maximum current output of the permanent magnet alternator, is limited to 9.5 amperes.
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(ii) Output voltage regulation of ~he DC D~ converter to a rnaximum of 13.8 VDC is achievad by the error voltage produced at the ~lper point of resistor RV.
(iii) Output current limitation of the DC-DC converter to a maximum of amperes DC is achieved by the error voltage produced across resistor R33.
(iv) Output current limitation to below the maximum of 60 amperes DC
if overheating occurs is achieved by monitoring the voltage of diode D16 which is thermally attached to the alternator housing.
The electronic control circuit uses an industry standard' integrated circuit Texas Instruments TL494 pulse width modulator circuit. The repetition rate or frequency of the DC-DC converter is fixed at 25 khz, the pulse width is controlled between 0~ and 90%.
Resistors R6, R7 and R8, IC1 and capacitors C3 and C9 form a voltage divider network to limit the maximum pulse width that IC3 can produce when alternator voltage varies with varying engine rpm. This is necessary to allow correct operation of the series choke element L, over the very wide output voltage range of the alternator i.e. 12 200 volts DC. Optoisolator IC1 provides output current limiting in case of a short circuit on the output terminals of the DC-DC
converter, i.e. +13.8 volts and O volts terminals. This is achieved by limiting the maximum output pulse width of IC3 to ten percent and the maximum output current at the output terminals under short circuit to thirty amperes.
The maximum pulse width is reduced to 0% when the alternator output voltage reaches 200 VDC. This corresponds to the alternator running at 13000 rpm. By reducing the maximum pulse width as the alternator output voltage increases, better stability and output control is achieved.
Electrical isolation between the electronic control and the DC-DC
converter i8 achieved by use of optoisolators IC1 and IC2. This allows th~ el~tronlc regulation control to be at O volts refQrencQ
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-and the switching transigtors T4 - T7 of the DC-DC converter to 'float' at the Lectified output voltage of the permanent magnet alternator.
Optoisolator IC2 and resistors R9 and R31 also control the maximum S output pulse width of IC3 in order to regulate output current at the output terminals 114, 116 to sixty amperes under normal working conditions. The optoisolator IC2 output transistor (pins 4 and 5) is indirectly controlled by two operational amplifiers Ln IC6 and will be covered later.
Resistors R11 and R12 provide a reference voltage for the two comparator amplifiers of IC3. Resistor R32 provides an error voltage proportional to the output current of the alternator. This is set to provide current limiting at an average current of 9.5 amperes, and is achieved by reducing or limiting the ol~tput pulse width of IC3.
Resistor R13 and capacitor C8 form a suitable time constant to average the error voltage appearing across resistor R32.
Resistor R14 and capacitor C11 set the output pulse frequency of IC3 which in this case is between 20 - 25 kh~.
Integrated circuit IC4 is used purely as an output driver providing sufficient output current to turn switching transistors T4 - T7 on and off quickly to provide minimal switching losses. Resistors R26 - R29 reduce 'ringing' effects due to parasitic capacitance within the transistors. Zener diode ZD3 is a protection device to limit the voltage present at the inputs of the switching transistors.
The switching transistors T4 - T7 of the DC-DC converter are power mosfet devices rated at 200 VDC and 12.5 amps each. The power mosfet devices require very little drive current and incur very low switching losses due to their very low switching times. The series pass inductor L is designed to work over a wide range of input voltage and current so as to allow precise control of the output voltage with varying output current.
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_9_ Capacitors C18 - C26 and C27 form the high voltage energy storage element for the DC-DC converter and must be capable of providing the majority of the current pulses that are switched into the choke element L in line 110.
Diodes D12 - D15 in line 112 are fast recovsry diodes that conduct the "free-wheeling" current which flows aEter transistors T4 - T7 switeh off.
Referring now to the output control circuit 74 which are ground referenced to the zero volts output terminal 114, the power supply for the electronics is derived from the +13.8 volt output terminal 116.
Resistor R4, zener diode ZD2 and capacitors C4 and C5 provide a regulated 6 volt supply for the circuit 74.
Resistors R15 and R16 provide a reference voltage for IC6/1 and IC6/4.
Diode D16 is used to sense the case temperature of the alternator and voltage across it falls with increasing temperature. If the temperature of the alternators case exceeds 80C then the output of IC6/1 (pin 1) goes low reducing the reference voltage produced by R21 and R22 in series with R23 from 25mV to 6mV thus reducing the maximum allowable output current at the output terminals from 60 to 15 amperes. This then reduces the amount of waste heat generated in the alternator windings, switching transistors, power diodes and inductor, allowing the alternator and`DC-DC converter to cool down below 80C
and then the maximum output of sixty amperes is restored. An error voltage is produced by the output current flowing through resistor R33. This is then averaged by the combination of resistor R24 and capacitor C17. At an output current of sixty amperes the output of IC6~3 tpin 8) goes high providing current flow through optoisolator dlode IC2. This causes the photo-transistor in IC2 to conduct which raises the voltage of pin 1 of IC3 above the reference voltage on pin 2. This then reduces the output pulse-width of IC3 and consequently transi~tor T4 - T7. Thi then reduces the current at the output ; terminals and current }imiting over-rides voltage regulation and the output voltage will drop if additional loading occurs.
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-Resistor R25 and variable resistor RV are a voltage dividing network to provide an error voltage to the input of IC6/~ ~pin 12). If the error voltage is higher than the reference voltage pin 13 then the output of IC6/4 (pin 14) goes high providing current flow through optoisolator diode IC2. 'rhis then provides an iden~ical situation to the current limiting just degcribed and has the overall effect of controlling the output voltage within close limits, provided the alternator can produce sufficient output power to then maintain the final output voltage of the DC-DC converter wi~h the load and consequent current it draws.
Resistor RV is adjustable to allow the output voltage to be accurately set to 13.8 volts DC (or any similar voltage if so desired).
Capacitors C28 and C6 form an output energy storage filter to allow the DC-DC converter time to respond to sudden changes in loading and not incur too large a change in output voltage before full regulation control is regained.
The system therefore provides a self-exciting alternator which re~uires no initial field excitation current from an associated battery.
Sufficient output current is produced at low rpm to power the automotive ignition system when an automobile is being 'push' started with a co~pletely flat battery. This cannot be achieved with conventional automotive alternators.
The output current, i.e. 50 amperes, is double that of conventional automotive alternator~ at the same rated r.p.m. The overall electrical efficiency of this al~ernator at maximum output current is about 80~; i.e, about double that of conventional alternators, therefore enabling an output current of 50 amperes to be produced with a single ~an-belt and pulley.
By the utilisation of the voltage and current transforming effect of the DC- DC converter, a much higher maximum output current at a fixed voltage is able to be achieved from the permanent magnet alternator.
-1 1- ~L,;2g)~,q~8s This results from the careful matching of output characteristics to the DCrDC converter to provide higher output current from the overalL
device.
For example, at maximum rated output, 6300 rpm, the permanent magnet alternator is producing 712 Watts, i.e 75 VDC @ 9.5 amperes which is converted by the DC-DC converter to 50 amperes at 12.5 VDC or 625 watts with a conversion efficiency of 88~.
By the use of a DC-DC converter a constant voltage output can be obtained from a permanent magnet alternator with varying loads and r.p.m. of the alternator, provided the alternator is producing sufficient electrical power.
The rotor of the alternator is a one part item which includes drive pulley and bearing housings. The rotor runs outside the stator in order to provide satisfactory support for the ceramic magnets against immense certrifugal forces (around 10,000 times gravity force at 15,000 rpm)-It is envisaged that regulators of the type described may be used withconventional automotive alternators, i.e. with field wound rotors and also as accessories or original equipment on motor cycles with permanent magnet type alternators. They may in fact be used with any suitable DC or rectified AC power supply.
The following is a list of exemplary components for the circuit shown in figure 9.
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ELECTRONIC COMPONENT PARTS LIST
-1. Semiconductors D1-D6Diode BY229-400 400v 7A
D7-D9 " BYV95B400v1.5A
5 D10-D11 " IN4148 75v 0.2A
D12-D15 "BYV44/500500v 30A
D16 " IN400150v 1A
ZD1 - ZD3 Zener Diode 15v 1W
T1 Transistor BUZ30200v 7A
T2,T3 "BC639100v 1A
T4-T7 " BUZ31200v12.5A
IC1,IC2 Optoisolator 4N25 IC4 Driver NE555 15 IC5 Regulator 78Lo6 IC6 Op-amp LM324 2. Resistors R1100 kohm R210 kohm R3 10 kohm R4390 ohm R515 ohm R6 2.2 Mohm R722 kohm R8 220 "
R982 "
R10 2.7 "
R1147 "
R12470 ohm R13 10 kohm R14 3.3 kohm R15100 "
R16 5.6 "
R1782 " to ~uit diode -13- ~2~63~5 R181 kohm R19 3.3 "
R2010 "
R2147 "
R23330 ohm R2410 kohm R25180 kohm R26-R29 150 ohm 10 R3033 ohm 1W
R31 470 "
R32 240mm 1mm2 copper R-~3 100mm 4mm2 ,.
RV 5 kohm 10 turn 3. Capacitors C1 220 micro-farad 16v C2 0.1 " 50v C3 0.1 " "
C4 0.1 " "
20 CS 0.1 " "
C6 4700 " 16v C7 0.1 " 50v C8 0.1 " "
C9 220 " 16v 25 C10 10 " 16v C11 0.01 " 50v C12 0.1 " ~
C13 o.1 .. ..
C14 o.1 .- "
30 C15 0.1 micro-~arad 50v C16 0.01 " ~
C17 0.1 i~ -C18-C26 2.2 " 250v C27 220 " ~i 35 C28 1 ~ " 50v .
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-14- ~LZ9~ 3~ 5i 4. Inductor L ETD49, 4mm total airgap turns oE 12 x 1mm diameter copper (single layer construction to reduce winding capacitance) : ~ :
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This invention relates to a regulator particularly but not exclusively for use with an alternator.
Alternators with permanent magnets have been known for many years. For various reasons they have not, however, been widely used in automotive installations. Such alternators would have significant advantages in automotive applications. They have a small number of moving parts and are therefore dependable. They can be very compact and also electrically efficient. This latter characteristic is important as modern motor vehicles are making ever increasing demands on their electrical supply; so much so that it is becoming increasingly common for motor vehicles to be fitted with, for example, 12 volt, 50 amp alternators which usually require a twin pulley, twin v-belt drive with concomitant robustness of construction, bearings etc. as well as increased fuel consumption.
It is not clear why permanent magnet-type alternators are not widely used in the market place in automotive applications. One reason may be that no economically viable regulator has hitherto been produced which is capable of regulating the output voltage thereof over wide variations in speed and power demands. This would seem to be borne out by the fact that such alternators used in ~5 motor cycles have only crude regulators which comprise essentially simple inductances. This is very deleterious for the batteries to which they are connected.
It is one object of the invention to provide voltage regulating means which meets this requirement.
According to the invention there is provided a regulator for regulating the output of an uncontrolled variable DC
power supply driven by a variable speed source of mechanical power, comprising;
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(a) current limiting means including an input for connection to the output of the supply and an output, said current limiting means being capable of limiting the current from the supply to protect the supply while allowing the voltage from the supply to vary; (b) voltage converting means having an input for connection to the output of the current limiting means and an output for connection to a load, said voltage converting means being capable of converting said variable voltage from the output of the current limiting means to a controlled DC voltage;
and (c) control means having first sensing means for sensing current from the supply, second sensing means for sensing output current to the load, and third sensing means for sensing the output voltage of the voltage converting means, whereby in use the regulator converts the input from an uncontrolled variable DC power supply driven by a variable speed source of mechanical power into a controlled output of substantially constant voltage.
According to one aspect of the invention the current through the output is limited by pulse-width modulation means. The invention also extends the combination of the above regulator with an alternator, preferably a permanent magnet alternator.
The invention is further discussed with reference to the accompanying drawings which illustrate, by way of example only, an embodiment of the invention and in which:
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Figure 1 is a somewhat schematic cross-sectional view of an alternator;
Figure 2 is an end view of a stator orming part of the alternator;
Figure 3 is a sectional view on arrows A-A of Figure 2; and also includes a central support member and security bolts.
Figure 4 is an end view of a rotor forming part of the alternator;
Figure 5 is a sectional view on arrows B-~ of Figure 4;
Figure 6 is an end view of a casing forming a part of the alternator;
Figure 7 is a section view on arrows C-C in Figure 6;
Figure 8 is a block diagram of the alternator and electronic controls associated therewith;
Figure 9 is a circuit diagram showing schematiaally the alternator and the electronic controls;
Figure 10 shows part of the circuit of Figure 9 in greater detailt and Figure 11 shows another part oE the circuit of Figure 9, also in : 20 greater detail.
~ErAILRD D~scæIpTIo~ OF DRA~ DGS
Referring to the drawings, the alternator 10 comprises a casing 12, a , stator 14, and a rotor 16.
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The casing 12 comprises essentially a right-circular cylindrical wall 18 provided with a cross wall 20 intermediate its ends which divides the bore oE the casing into two portions 22, and 24. The casing is also provided with outwardly projecting lugs two of which, 26, are located at one end of the casing and one, 28, being located near the opposite end of the casing and in alignment with one of the lugs 26.
The lugs are used in a known manner for mounting the alternator on the engine of a motor vehicle.
The cross wall 20 is provided with a central hole 30 lying on the longitudinal axis 32 o~ -the casing and four holes 34 spaced uniformly around the central hole 30.
The casing is advantageously an aluminium die-casting.
The stator 14 comprises a central support member 36 of circular cross section having a round flange 38 located near the end thereo, leaving a spigot portion 40 projecting from the face of the flange. At the opposite end a shoulder 42 is machined in the support member for the location of a pair of ball bearings 44, best seen in Figure 1.
Between the shoulder 42 and the flange 38 a series of lamination elements 46 is mounted.
The shape of each element 46 is best seen in Figure 2. The element comprises, essentially, a disc the periphery of which is formed with a multiplicity of radially outwardly projecting finger-like portions 48 with spaces 50 therebetween. The elements 4C are held in place on the member 36 by means of bolts 52 which pass through holes 54 in the elements 46 and flange 38 and engage the holes 34 in the cross wall 20 of the casing. The bolts thus serve to hold the components of the stator together as well as holding the stator in fixed coaxial position in the casing.
The spigot 40 in the stator fits closely into the hole 30 in the cross wall of tbe casing, centralising the stator in the casing.
The projections 48 and spaces 50 of the elements 46 are in alignment when the stator is assembled and receive windings (not shown~ in the 38~;i conventional manner, the ends of the windings being led to terminals (not shown) in the portion 24 of the casing 12.
The rotor 16 is a cup-shaped steel forging cornprising a right circular cyLindrical wall 56 provided with a cross wall 58 at one end with an integral coaxial pulley 60 for a v-belt. The cross wall 58 is bored out to provide a pair of seats 62 spaced apart by a shoulder 64 for the bearings 44. The outside diameter of the wall 56 is marginally ~maller than that of the casing so that the rotor is a neat fit in the casing.
Twenty-four identical, permanent ceramic bar magnets 57 are mounted on the inside of the wall 56, uniformly spaced therearound in six blocks of four and disposed alternately with their North and South ends to the inner face of the rotor. The size of these magnsts is such that the rotor can be inserted in the annular space in the casing between the stator and the wall 18, the magnets neatly clearing the outside of the rotor. The rotor i9 held in place on the member 36 of the stator by means of a bolt which is mounted in the threaded hole 66 in the end I of the member 36 and which holds a retaining plate against the inner ! race of the outer bearing 44.
The permanent magnet alternator 10 in its present form uses magnets of dimensions 38mm (L) x 9mm (W) x 6mm (D) In production versions a ring magnet of dimensions 96mm (OD) x 84mm (ID) x 38mm (L) might be used.
Rotation of the rotor by means of a v-belt driven by the engine will thus induce an alternating voltage in the windings of the stator. In the present example this is a three phase winding with an open circuit voltage of 7 volts ~C (~5S) per 1000 r.p.m. of the rotor for each phase. The alternator is thus capable of producing 12 volts DC after rectification at an alternator r.p.m. of 800 representing a slow idle engine speed of, say, 550 r.p.m.
The scheme of the regulator is shown in Figure 8. Essential aspects thereof consist of a rectifier cirauit 70, an electronic control clrcuit 72 principally for limiting the output current through the input of DC-DC converter 74 while allowing the input voltage at the input to ri~e, and to limit the output voltage of the DC-DC converter :
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to, say, 13.8 volts in the case of a conventional 12 volt automotive assembly. Of course it is also in practice neccssary to provide such things as filter circuit~, overheat cutou~s and the like and a complete system is shown in more detail in the circuit diagrams in ~igures 9 to 11. The operation of this system should be clear to the skilled addressee and only some aspects thereof are described here in detail.
By the use of an electronic DC-DC converter to regulate output voltage, this invention enables the use of a simple permanent magnet alternator to operate over a wide RPM range. The DC-DC converter also controls the alternator output current in order to provide a 5.5 times magnification effect of the output current at the rated maximum RPM
(6300 rpm).
Referring to the circuit diagrams in Figures 9 to 11 and block diagram Figure 8, spinning the rotor of the permanent magnet alternator 10 produces an alternating voltage in the stator windings which is then fullwave rectified by diodes D1 to D6 to produce a DC voltage across lines 102, 104 proportional to rotor rpm. Diodes D7 to D9 produce a separate isolated OC supply across lines 102, 106 for the negative referenced electronic circuit 72.
The isolated DC supply is also used to indicate onset of charging through the potential divide resistors R2 and R3. When the voltage across R3 is greater than 0.6 volts transistor T2 turns on, turning transistor T3 off, which then turns the ignition light 108 off.
Resistors R1, R5, transistor T1 and zener diode ZD1 for~ a voltage regulator to provide a power supply for the negative referenced electronics.
By varying the pulse width of the DC-DC converter, the following control functions can be achieved :
(i) Maximum current output of the permanent magnet alternator, is limited to 9.5 amperes.
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(ii) Output voltage regulation of ~he DC D~ converter to a rnaximum of 13.8 VDC is achievad by the error voltage produced at the ~lper point of resistor RV.
(iii) Output current limitation of the DC-DC converter to a maximum of amperes DC is achieved by the error voltage produced across resistor R33.
(iv) Output current limitation to below the maximum of 60 amperes DC
if overheating occurs is achieved by monitoring the voltage of diode D16 which is thermally attached to the alternator housing.
The electronic control circuit uses an industry standard' integrated circuit Texas Instruments TL494 pulse width modulator circuit. The repetition rate or frequency of the DC-DC converter is fixed at 25 khz, the pulse width is controlled between 0~ and 90%.
Resistors R6, R7 and R8, IC1 and capacitors C3 and C9 form a voltage divider network to limit the maximum pulse width that IC3 can produce when alternator voltage varies with varying engine rpm. This is necessary to allow correct operation of the series choke element L, over the very wide output voltage range of the alternator i.e. 12 200 volts DC. Optoisolator IC1 provides output current limiting in case of a short circuit on the output terminals of the DC-DC
converter, i.e. +13.8 volts and O volts terminals. This is achieved by limiting the maximum output pulse width of IC3 to ten percent and the maximum output current at the output terminals under short circuit to thirty amperes.
The maximum pulse width is reduced to 0% when the alternator output voltage reaches 200 VDC. This corresponds to the alternator running at 13000 rpm. By reducing the maximum pulse width as the alternator output voltage increases, better stability and output control is achieved.
Electrical isolation between the electronic control and the DC-DC
converter i8 achieved by use of optoisolators IC1 and IC2. This allows th~ el~tronlc regulation control to be at O volts refQrencQ
:
-and the switching transigtors T4 - T7 of the DC-DC converter to 'float' at the Lectified output voltage of the permanent magnet alternator.
Optoisolator IC2 and resistors R9 and R31 also control the maximum S output pulse width of IC3 in order to regulate output current at the output terminals 114, 116 to sixty amperes under normal working conditions. The optoisolator IC2 output transistor (pins 4 and 5) is indirectly controlled by two operational amplifiers Ln IC6 and will be covered later.
Resistors R11 and R12 provide a reference voltage for the two comparator amplifiers of IC3. Resistor R32 provides an error voltage proportional to the output current of the alternator. This is set to provide current limiting at an average current of 9.5 amperes, and is achieved by reducing or limiting the ol~tput pulse width of IC3.
Resistor R13 and capacitor C8 form a suitable time constant to average the error voltage appearing across resistor R32.
Resistor R14 and capacitor C11 set the output pulse frequency of IC3 which in this case is between 20 - 25 kh~.
Integrated circuit IC4 is used purely as an output driver providing sufficient output current to turn switching transistors T4 - T7 on and off quickly to provide minimal switching losses. Resistors R26 - R29 reduce 'ringing' effects due to parasitic capacitance within the transistors. Zener diode ZD3 is a protection device to limit the voltage present at the inputs of the switching transistors.
The switching transistors T4 - T7 of the DC-DC converter are power mosfet devices rated at 200 VDC and 12.5 amps each. The power mosfet devices require very little drive current and incur very low switching losses due to their very low switching times. The series pass inductor L is designed to work over a wide range of input voltage and current so as to allow precise control of the output voltage with varying output current.
~2~
_9_ Capacitors C18 - C26 and C27 form the high voltage energy storage element for the DC-DC converter and must be capable of providing the majority of the current pulses that are switched into the choke element L in line 110.
Diodes D12 - D15 in line 112 are fast recovsry diodes that conduct the "free-wheeling" current which flows aEter transistors T4 - T7 switeh off.
Referring now to the output control circuit 74 which are ground referenced to the zero volts output terminal 114, the power supply for the electronics is derived from the +13.8 volt output terminal 116.
Resistor R4, zener diode ZD2 and capacitors C4 and C5 provide a regulated 6 volt supply for the circuit 74.
Resistors R15 and R16 provide a reference voltage for IC6/1 and IC6/4.
Diode D16 is used to sense the case temperature of the alternator and voltage across it falls with increasing temperature. If the temperature of the alternators case exceeds 80C then the output of IC6/1 (pin 1) goes low reducing the reference voltage produced by R21 and R22 in series with R23 from 25mV to 6mV thus reducing the maximum allowable output current at the output terminals from 60 to 15 amperes. This then reduces the amount of waste heat generated in the alternator windings, switching transistors, power diodes and inductor, allowing the alternator and`DC-DC converter to cool down below 80C
and then the maximum output of sixty amperes is restored. An error voltage is produced by the output current flowing through resistor R33. This is then averaged by the combination of resistor R24 and capacitor C17. At an output current of sixty amperes the output of IC6~3 tpin 8) goes high providing current flow through optoisolator dlode IC2. This causes the photo-transistor in IC2 to conduct which raises the voltage of pin 1 of IC3 above the reference voltage on pin 2. This then reduces the output pulse-width of IC3 and consequently transi~tor T4 - T7. Thi then reduces the current at the output ; terminals and current }imiting over-rides voltage regulation and the output voltage will drop if additional loading occurs.
1 o ~ 3~S
-Resistor R25 and variable resistor RV are a voltage dividing network to provide an error voltage to the input of IC6/~ ~pin 12). If the error voltage is higher than the reference voltage pin 13 then the output of IC6/4 (pin 14) goes high providing current flow through optoisolator diode IC2. 'rhis then provides an iden~ical situation to the current limiting just degcribed and has the overall effect of controlling the output voltage within close limits, provided the alternator can produce sufficient output power to then maintain the final output voltage of the DC-DC converter wi~h the load and consequent current it draws.
Resistor RV is adjustable to allow the output voltage to be accurately set to 13.8 volts DC (or any similar voltage if so desired).
Capacitors C28 and C6 form an output energy storage filter to allow the DC-DC converter time to respond to sudden changes in loading and not incur too large a change in output voltage before full regulation control is regained.
The system therefore provides a self-exciting alternator which re~uires no initial field excitation current from an associated battery.
Sufficient output current is produced at low rpm to power the automotive ignition system when an automobile is being 'push' started with a co~pletely flat battery. This cannot be achieved with conventional automotive alternators.
The output current, i.e. 50 amperes, is double that of conventional automotive alternator~ at the same rated r.p.m. The overall electrical efficiency of this al~ernator at maximum output current is about 80~; i.e, about double that of conventional alternators, therefore enabling an output current of 50 amperes to be produced with a single ~an-belt and pulley.
By the utilisation of the voltage and current transforming effect of the DC- DC converter, a much higher maximum output current at a fixed voltage is able to be achieved from the permanent magnet alternator.
-1 1- ~L,;2g)~,q~8s This results from the careful matching of output characteristics to the DCrDC converter to provide higher output current from the overalL
device.
For example, at maximum rated output, 6300 rpm, the permanent magnet alternator is producing 712 Watts, i.e 75 VDC @ 9.5 amperes which is converted by the DC-DC converter to 50 amperes at 12.5 VDC or 625 watts with a conversion efficiency of 88~.
By the use of a DC-DC converter a constant voltage output can be obtained from a permanent magnet alternator with varying loads and r.p.m. of the alternator, provided the alternator is producing sufficient electrical power.
The rotor of the alternator is a one part item which includes drive pulley and bearing housings. The rotor runs outside the stator in order to provide satisfactory support for the ceramic magnets against immense certrifugal forces (around 10,000 times gravity force at 15,000 rpm)-It is envisaged that regulators of the type described may be used withconventional automotive alternators, i.e. with field wound rotors and also as accessories or original equipment on motor cycles with permanent magnet type alternators. They may in fact be used with any suitable DC or rectified AC power supply.
The following is a list of exemplary components for the circuit shown in figure 9.
.
-12- ~ 29 ~ 3 ~
, ~
ELECTRONIC COMPONENT PARTS LIST
-1. Semiconductors D1-D6Diode BY229-400 400v 7A
D7-D9 " BYV95B400v1.5A
5 D10-D11 " IN4148 75v 0.2A
D12-D15 "BYV44/500500v 30A
D16 " IN400150v 1A
ZD1 - ZD3 Zener Diode 15v 1W
T1 Transistor BUZ30200v 7A
T2,T3 "BC639100v 1A
T4-T7 " BUZ31200v12.5A
IC1,IC2 Optoisolator 4N25 IC4 Driver NE555 15 IC5 Regulator 78Lo6 IC6 Op-amp LM324 2. Resistors R1100 kohm R210 kohm R3 10 kohm R4390 ohm R515 ohm R6 2.2 Mohm R722 kohm R8 220 "
R982 "
R10 2.7 "
R1147 "
R12470 ohm R13 10 kohm R14 3.3 kohm R15100 "
R16 5.6 "
R1782 " to ~uit diode -13- ~2~63~5 R181 kohm R19 3.3 "
R2010 "
R2147 "
R23330 ohm R2410 kohm R25180 kohm R26-R29 150 ohm 10 R3033 ohm 1W
R31 470 "
R32 240mm 1mm2 copper R-~3 100mm 4mm2 ,.
RV 5 kohm 10 turn 3. Capacitors C1 220 micro-farad 16v C2 0.1 " 50v C3 0.1 " "
C4 0.1 " "
20 CS 0.1 " "
C6 4700 " 16v C7 0.1 " 50v C8 0.1 " "
C9 220 " 16v 25 C10 10 " 16v C11 0.01 " 50v C12 0.1 " ~
C13 o.1 .. ..
C14 o.1 .- "
30 C15 0.1 micro-~arad 50v C16 0.01 " ~
C17 0.1 i~ -C18-C26 2.2 " 250v C27 220 " ~i 35 C28 1 ~ " 50v .
: :
-14- ~LZ9~ 3~ 5i 4. Inductor L ETD49, 4mm total airgap turns oE 12 x 1mm diameter copper (single layer construction to reduce winding capacitance) : ~ :
. , .~
: ' :
, ::
Claims (7)
1. A regulator for regulating the output of an uncontrolled variable DC power supply driven by a variable speed source of mechanical power, comprising:
(a) current limiting means including an input for connection to the output of the supply and an output, said current limiting means being capable of limiting the current from the supply to protect the supply while allowing the voltage from the supply to vary;
(b) voltage converting means having an input for connection to the output of the current limiting means and an output for connection to a load, said voltage converting means being capable of converting said variable voltage from the output of the current limiting means to a controlled DC voltage; and (c) control means having first sensing means for sensing current from the supply, second sensing means for sensing output current to the load, and third sensing means for sensing the output voltage of the voltage converting means, whereby in use the regulator converts the input from an uncontrolled variable DC
power supply driven by a variable speed source of mechanical power into a controlled output of substantially constant voltage.
(a) current limiting means including an input for connection to the output of the supply and an output, said current limiting means being capable of limiting the current from the supply to protect the supply while allowing the voltage from the supply to vary;
(b) voltage converting means having an input for connection to the output of the current limiting means and an output for connection to a load, said voltage converting means being capable of converting said variable voltage from the output of the current limiting means to a controlled DC voltage; and (c) control means having first sensing means for sensing current from the supply, second sensing means for sensing output current to the load, and third sensing means for sensing the output voltage of the voltage converting means, whereby in use the regulator converts the input from an uncontrolled variable DC
power supply driven by a variable speed source of mechanical power into a controlled output of substantially constant voltage.
2. A regulator as defined in claim 1, wherein said current limiting means comprises pulse-width modulator means.
3. A regulator as defined in claim 2, wherein the maximum pulse width of said pulse width modulator means is reduced as the voltage of the supply increases to a predetermined level.
4. A regulator as defined in claim 2, wherein the maximum pulse width is reduced to 0% when the voltage of the supply reaches about 200 volts.
5. Apparatus for producing electrical power comprising an alternator having a rectified DC output connected to a regulator as claimed in claim 1.
6. Apparatus as claimed in claim 5, wherein said alternator is a permanent magnet alternator.
7. Apparatus as claimed in claim 6, wherein the regulator is mounted within said alternator.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NZ217972 | 1986-10-16 | ||
| NZ21797286 | 1986-10-16 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1296385C true CA1296385C (en) | 1992-02-25 |
Family
ID=19921837
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000549289A Expired - Fee Related CA1296385C (en) | 1986-10-16 | 1987-10-14 | Alternator and regulator for use therewith |
Country Status (8)
| Country | Link |
|---|---|
| US (1) | US4827393A (en) |
| EP (1) | EP0265144B1 (en) |
| JP (1) | JPS63133866A (en) |
| AT (1) | ATE89962T1 (en) |
| AU (1) | AU608780B2 (en) |
| CA (1) | CA1296385C (en) |
| DE (1) | DE3785992T2 (en) |
| ES (1) | ES2041691T3 (en) |
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| DE4121634A1 (en) * | 1990-08-09 | 1992-02-13 | Promos Electronic Gmbh | POWER SUPPLY FOR INTRINSICALLY SAFE CIRCUITS |
| US5214371A (en) * | 1991-12-04 | 1993-05-25 | General Motors Corporation | Voltage regulator for variable speed permanent magnet alternators |
| CA2108343A1 (en) * | 1992-10-14 | 1994-04-15 | Roy D. Schultz | Electronic power regulator for an automotive alternator |
| US5973482A (en) * | 1993-05-18 | 1999-10-26 | Rpm Industries, Inc. | Power boost circuit for a voltage regulator |
| US5606244A (en) * | 1993-08-05 | 1997-02-25 | Ofer Energies Ltd. | Mobile AC power source system |
| GB2289581A (en) * | 1994-05-14 | 1995-11-22 | Marconi Gec Ltd | Alternator and static converter system |
| US5900722A (en) * | 1994-09-14 | 1999-05-04 | Coleman Powermate, Inc. | Multimode power converter |
| US6018200A (en) * | 1994-09-14 | 2000-01-25 | Coleman Powermate, Inc. | Load demand throttle control for portable generator and other applications |
| US6118186A (en) * | 1994-09-14 | 2000-09-12 | Coleman Powermate, Inc. | Throttle control for small engines and other applications |
| US5625276A (en) * | 1994-09-14 | 1997-04-29 | Coleman Powermate, Inc. | Controller for permanent magnet generator |
| DE4445647A1 (en) * | 1994-12-21 | 1996-06-27 | Audi Ag | Control of the current consumption of several electricity consumers in a motor vehicle |
| DE19903426A1 (en) * | 1999-01-29 | 2000-08-03 | Bosch Gmbh Robert | Device and method for regulating a generator with an associated voltage converter |
| JP4115629B2 (en) * | 1999-05-25 | 2008-07-09 | 本田技研工業株式会社 | Power supply system |
| IT1321218B1 (en) * | 2000-05-24 | 2003-12-31 | Fernando Norscia | VOLTAGE REGULATION DEVICE, ESPECIALLY FOR CHARGING THE SERVICE BATTERIES. |
| US6469476B1 (en) | 2000-10-17 | 2002-10-22 | Delphi Technologies, Inc. | Multi-mode converter for a motor vehicle electrical system |
| US6664768B2 (en) | 2001-05-21 | 2003-12-16 | Delphi Technologies, Inc. | System and method for controlling load dump voltage of a permanent magnet (PM) alternator |
| AU2003225414A1 (en) * | 2002-03-29 | 2003-10-13 | Dsm Ip Assets B.V. | Coating composition less susceptible to surface defects |
| US7253585B2 (en) | 2002-11-22 | 2007-08-07 | Milwaukee Electric Tool Corporation | Battery pack |
| US8471532B2 (en) | 2002-11-22 | 2013-06-25 | Milwaukee Electric Tool Corporation | Battery pack |
| US7176654B2 (en) | 2002-11-22 | 2007-02-13 | Milwaukee Electric Tool Corporation | Method and system of charging multi-cell lithium-based batteries |
| US7589500B2 (en) | 2002-11-22 | 2009-09-15 | Milwaukee Electric Tool Corporation | Method and system for battery protection |
| US7714538B2 (en) | 2002-11-22 | 2010-05-11 | Milwaukee Electric Tool Corporation | Battery pack |
| US7157882B2 (en) | 2002-11-22 | 2007-01-02 | Milwaukee Electric Tool Corporation | Method and system for battery protection employing a selectively-actuated switch |
| US7425816B2 (en) | 2002-11-22 | 2008-09-16 | Milwaukee Electric Tool Corporation | Method and system for pulse charging of a lithium-based battery |
| US6803748B2 (en) * | 2003-02-03 | 2004-10-12 | Delphi Technologies, Inc. | System and method for controlling load dump voltage of a synchronous machine |
| CA2528145A1 (en) * | 2003-06-02 | 2004-12-16 | Magnetic Applications Inc. | Controller for permanent magnet alternator |
| WO2005008860A2 (en) * | 2003-07-10 | 2005-01-27 | Magnetic Applications Inc. | Compact high power alternator |
| US7215100B2 (en) * | 2005-03-21 | 2007-05-08 | Teleflex Canada Inc. | Generator transient regulator |
| US7768165B2 (en) * | 2006-02-02 | 2010-08-03 | Magnetic Applications, Inc. | Controller for AC generator |
| US7439713B2 (en) * | 2006-09-20 | 2008-10-21 | Pratt & Whitney Canada Corp. | Modulation control of power generation system |
| US8076882B2 (en) * | 2007-12-26 | 2011-12-13 | Pratt & Whitney Canada Corp. | Motor drive architecture with active snubber |
| US8018108B2 (en) * | 2008-02-07 | 2011-09-13 | Magnetic Applications, Inc. | Compact high power alternator |
| US8279648B2 (en) * | 2008-03-20 | 2012-10-02 | Pratt & Whitney Canada Corp. | Power inverter and method |
| US9562715B2 (en) * | 2012-03-21 | 2017-02-07 | Thermo King Corporation | Power regulation system for a mobile environment-controlled unit and method of controlling the same |
| US10160342B2 (en) * | 2016-03-29 | 2018-12-25 | GM Global Technology Operations LLC | Dynamic adjustment of battery current limits based on usage |
| WO2020047583A1 (en) | 2018-09-03 | 2020-03-12 | Milspec Technologies Pty Ltd | A dc to dc converter for a vehicle alternator |
| US10985632B2 (en) | 2018-10-04 | 2021-04-20 | John Maslowski | Electrical power system |
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| US3742330A (en) * | 1971-09-07 | 1973-06-26 | Delta Electronic Control Corp | Current mode d c to a c converters |
| US3931566A (en) * | 1974-12-10 | 1976-01-06 | Northern Electric Company Limited | Temperature compensated current sensing circuit for a power supply |
| IT1076507B (en) * | 1976-01-14 | 1985-04-27 | Plessey Handel Investment Ag | DC / DC CONVERTER |
| FR2380666A1 (en) * | 1977-02-14 | 1978-09-08 | Cii Honeywell Bull | CUTOUT CONTROL SYSTEM FOR CONVERTER IN A CONTINUOUS POWER SUPPLY |
| US4251857A (en) * | 1979-02-21 | 1981-02-17 | Sperry Corporation | Loss compensation regulation for an inverter power supply |
| US4272806A (en) * | 1979-06-08 | 1981-06-09 | Eastman Kodak Company | DC to DC Converter adjustable dynamically to battery condition |
| US4344122A (en) * | 1980-09-05 | 1982-08-10 | General Electric Company | Current sourced inverter with saturating output transformer |
| US4326245A (en) * | 1981-02-23 | 1982-04-20 | Siemens Corporation | Current foldback circuit for a DC power supply |
| JPS58107068A (en) * | 1981-12-18 | 1983-06-25 | Fuji Electric Co Ltd | Controlling circuit for converter |
| JPS58112463A (en) * | 1981-12-25 | 1983-07-04 | Shindengen Electric Mfg Co Ltd | Pulse width control circuit |
| FR2533375B1 (en) * | 1982-09-22 | 1986-06-20 | Renault | ELECTRIC POWER GENERATING DEVICE FOR VEHICLE, WITH POLYPHASE ALTERNATOR AND VOLTAGE REGULATOR |
| DE3242316A1 (en) * | 1982-11-16 | 1984-05-24 | Danfoss A/S, Nordborg | DEVICE FOR SUPPLYING AN ELECTRICAL CONSUMER WITH A HIGH DC VOLTAGE |
| US4527226A (en) * | 1983-11-02 | 1985-07-02 | Sundstrand Corporation | Inverter control system for providing an easily filtered output |
| DE3568673D1 (en) * | 1984-07-20 | 1989-04-13 | Sanyo Electric Co | Power supply circuit of switching regulator type |
| US4634956A (en) * | 1985-01-10 | 1987-01-06 | Motorola, Inc. | DC to DC converter |
| US4672518A (en) * | 1986-07-30 | 1987-06-09 | American Telephone And Telegraph Co., At&T Bell Labs | Current mode control arrangement with load dependent ramp signal added to sensed current waveform |
-
1987
- 1987-10-13 AT AT87309019T patent/ATE89962T1/en not_active IP Right Cessation
- 1987-10-13 DE DE87309019T patent/DE3785992T2/en not_active Expired - Fee Related
- 1987-10-13 AU AU79716/87A patent/AU608780B2/en not_active Ceased
- 1987-10-13 US US07/107,585 patent/US4827393A/en not_active Expired - Fee Related
- 1987-10-13 EP EP87309019A patent/EP0265144B1/en not_active Expired - Lifetime
- 1987-10-13 ES ES198787309019T patent/ES2041691T3/en not_active Expired - Lifetime
- 1987-10-14 CA CA000549289A patent/CA1296385C/en not_active Expired - Fee Related
- 1987-10-16 JP JP62261518A patent/JPS63133866A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| ATE89962T1 (en) | 1993-06-15 |
| EP0265144A3 (en) | 1989-10-18 |
| ES2041691T3 (en) | 1993-12-01 |
| AU7971687A (en) | 1988-04-21 |
| DE3785992T2 (en) | 1994-01-13 |
| AU608780B2 (en) | 1991-04-18 |
| US4827393A (en) | 1989-05-02 |
| EP0265144A2 (en) | 1988-04-27 |
| DE3785992D1 (en) | 1993-07-01 |
| JPS63133866A (en) | 1988-06-06 |
| EP0265144B1 (en) | 1993-05-26 |
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| Date | Code | Title | Description |
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| MKLA | Lapsed |