&


Europäisches Patentamt
(19) European Patent Office

Office européen des brevets (11) EP 0 903 832 B1

(12) EUROPEAN PATENT SPECIFICATION

(45) Date of publication and mention (51) Int Cl.:

of the grant of the patent: H02J 7/16 (2006.01) H02P 9/30 (2006.01)
20.12.2006 Bulletin 2006/51 F02D 29/06 (2006.01) H02K 19/26 (2006.01)
H02P 9/48 (2006.01)
(21) Application number: 98900221.7
(86) International application number:
(22) Date of filing: 13.01.1998 PCT/JP1998/000085

(87) International publication number:

WO 1998/031089 (16.07.1998 Gazette 1998/28)

(54) GENERATOR FOR INTERNAL COMBUSTION ENGINE

LICHTMASCHINE FÜR VERBRENNUNGSMOTOR
GENERATEUR POUR MOTEUR A COMBUSTION INTERNE

(84) Designated Contracting States: • NAGANO, Shinsuke,

DE FR GB Kabushi. Honda Gijutsu Kenkyusho
Wako-shi,
(30) Priority: 13.01.1997 JP 1585997 Saitama 351-01 (JP)
13.01.1997 JP 1586097 • FUJITA, Takuya,
Kabushi. Honda Gijutsu Kenkyusho
(43) Date of publication of application: Wako-shi,
24.03.1999 Bulletin 1999/12 Saitama 351-01 (JP)

(73) Proprietor: HONDA GIKEN KOGYO KABUSHIKI (74) Representative: HOFFMANN EITLE
KAISHA Patent- und Rechtsanwälte
Minato-ku, Arabellastrasse 4
Tokyo 107 (JP) 81925 München (DE)

(72) Inventors: (56) References cited:

• ARAI, Hideaki , Kabushi Honda Gijutsu EP-A- 0 357 183 EP-A- 0 665 637
Kenkyusho EP-A- 0 817 367 JP-A- 2 087 999
Wako-shi,Saitama (JP) JP-A- 6 113 479 JP-A- 7 255 200
• KUBO, Kazuyuki, US-A- 5 418 446
Kabushi. Honda Gijutsu Kenkyusho
Wako-shi,Saitama (JP) • PATENT ABSTRACTS OF JAPAN vol. 014, no. 049
• KURODA, Seiichi, (M-0927), 29 January 1990 (1990-01-29) & JP 01
Kabushi. Honda Gijutsu Kenkyusho 277650 A (MITSUBISHI MOTORS CORP), 8
Wako-shi,Saitama (JP) November 1989 (1989-11-08)
• FUJIWARA, Tadashi, • PATENT ABSTRACTS OF JAPAN vol. 017, no. 604
Kabushi.Honda Gijutsu Kenkyusho (M-1506), 8 November 1993 (1993-11-08) & JP 05
Wako-shi,Saitama (JP) 180047 A (NIPPONDENSO CO LTD), 20 July 1993
(1993-07-20)
EP 0 903 832 B1

Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give
notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in
a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art.
99(1) European Patent Convention).

Printed by Jouve, 75001 PARIS (FR)

 1 EP 0 903 832 B1
Description
Technical Field
[0001] This invention relates to a generator system for
internal combustion engines which converts rotational
energy into electrical energy and, more particularly, to a
generator system for an internal combustion engine,
which can optimize a driving torque and a generated pow-
er (energy) of a generator by generating a rotating mag-
netic field in a polyphase winding of a rotor regardless of
an internal combustion engine speed, that is, a rotation
speed of the rotor.
Background Art
[0002] A generator system for vehicles or ships in-
cludes an alternator (AC generator; ACG) with its rotating
shaft coupled through an alternator belt to a crank shaft
of an engine; a rectifier for converting AC power into DC
power, the AC power generated by the alternator accord-
ing to the engine speed; and a regulator for controlling
the voltage level of the DC power according to the voltage
at a battery.
[0003] Fig. 9 is a schematic diagram showing a struc-
ture of a conventional alternator 50, in which a DC field
coil 53 is wound around a rotor 52 integrally formed with
the rotating shaft and a three-phase coil 55 is wound
around a stator 54. In the condition that the DC field coil
53 is excited by supplying direct current from the battery
(not shown), the rotor 52 is rotated to create an alternative
magnetic field. Consequently, the three-phase coil 55 of
the stator 54 generates AC power with a frequency cor-
responding to the rotation speed of the rotor 52. Such a
conventional alternator is an AC generator using a syn-
chronous motor. In some cases, the rotor 52 may be pro-
vided with a permanent magnet instead of the DC field
coil 53.
[0004] In recent vehicles, power consumption has in-
creased because of current tendencies to electrify or
electronically control vehicle parts including the engine
and to widely use audio and navigation systems. This
requires the alternator to increase the capacity of power
generation. The electric power generated by the alterna-
tor is reduced as its rotation speed drops. It is therefore
necessary to increase the ratio of the alternator speed
to the engine speed so that sufficient generated power
can be obtained even at low engine speeds such as 1000
r.p.m or less. In many cases, the pulley ratio is set twice
or more for that purpose.
[0005] On the other hand, high velocity revolution and
low idling of the engine is accelerated as the engine out-
put and efficiency increase. For this reason, the ratio of
the minimum and maximum engine speeds is becoming
larger. When the pulley ratio is set higher for the electric
power required at low engine speeds, the alternator
speed tends to exceed the maximum rate determined
from mechanical restrictions in high velocity revolution.
2
In the case where a pulley ratio is set to a higher value,
a power generated by the alternator is greater than the
maximum power required, during high rotation of the en-
gine. For this reason, a problem has arisen such that
5 wiring and couplers or the like with larger capacity must
be used.
[0006] On the other hand, in the case where the pulley
ratio is set to a lower value so as to meet the desired
generated power, during high rotation of an engine, a
10 sufficient power is not generated during a lower rotation.
For this reason, a problem has arisen such that a battery
is excessively discharged because a power consumption
due to an electric load becomes greater than the gener-
ated power.
15 [0007] As described above, in the generator system
for an internal combustion engine which is operated at
variable speed like an engine for vehicle, there has arisen
a problem that it is difficult to properly set a pulley ratio
in the light of durability of the alternator, capacity of wiring
20 and the couplers or the like, and charge and discharge
of the battery.
[0008] In order that the rotation speed of alternator is
arbitrarily set regardless of the engine speed, for exam-
ple, in Japanese Patent Publication No. Sho 62-33465,
25 there has been proposed the mechanism for mechani-
cally varying a pulley diameter of an alternator driving
pulley. However, in the case where the aforesaid me-
chanical speed change mechanism is employed, a prob-
lem has arisen such that the structure or construction
30 becomes complicated and is large in size.
[0009] In an internal combustion engine for vehicle and
the like, when an electric load such as a head light and
an air conditioner having a large power consumption is
turned on/off, in response to the electric load variation,
35 an excitation power of a direct current field coil 53 is con-
trolled in order to increase/decrease a generated power.
As a result, an engine torque (herein after, referred simply
to as "driving torque for alternator") required for driving
the alternator varies, and then the rotation speed of en-
40 gine varies. In particular, when a heavy electric load is
changed from an off state to an on state and the driving
torque suddenly increases, the rotation speed of engine
is lowered. For this reason, if the engine is in an idling
state, an engine stall (stop) may be caused, or if a vehicle
45 is in a running state, the engine becomes in a kind of
braking state and the driveability becomes worse.
[0010] In order to solve the above problems, for exam-
ple, in Japanese patent Laid-open Publication No. Hei
1-277650, there has been proposed a control unit which
50 makes a decision whether or not an electric load is ap-
plied, and opens a throttle valve so as to make high a
preset value of an engine speed, if a decision is made
that the heavy electric load is applied. Further, in Japa-
nese Patent Laid-open Publication No. Hei 5-180047,
55 there has been disclosed a control unit which controls a
duty ratio of a field current supplied to a field coil of a
stator in response to an increase and decrease in an
electric load. According to the aforesaid conventional
2
 3 EP 0 903 832 B1
techniques, a driving torque for an alternator varies in
accordance with an increase or a decrease of the electric
load; for this reason, there has arisen a problem that a
large amount of load is applied to an alternator belt, or
no stability is obtained in the engine speed because quick
control thereof is not performed.
[0011] EP-A-0 817 367 represents prior art in relation
to the present application only under Article 54(3) EPC,
and only in respect of DE and GB. Relative to Claim 1,
EP-A-0 817 367 does not disclose that, in use of the
generator, the control means sets the target value either
so that a power generated by the induction machine is
within a predetermined range or so that a driving torque
of the induction machine is within a predetermined range,
or both, and controls a speed of the rotation magnetic
field in accordance with a rotating speed of the rotor.
[0012] The present invention is defined in independent
Claim 1. Further, preferable, features are defined in the
dependent claims.
BRIEF DESCRIPTION OF DRAWINGS
[0013] To enable a better understanding of the present
invention, and to show how the same may be carried into
effect, reference will now be made, by way of example
only, to the accompanying drawings, in which:-
Fig. 1 is a block diagram of a generator system for
vehicles according to an embodiment of the present
invention;
Figs. 2A and 2B are diagrams showing a structure
of an alternator according to an embodiment of the
present invention;
Fig. 3 is a graph showing a relationship between a
relative speed N of rotating magnetic field and a gen-
erated power P;
Fig. 4 is a graph showing a relationship between a
relative speed N of rotating magnetic field and a driv-
ing torque T;
Figs. 5, 6 and 7 are charts to respectively show a
method for controlling a generated power according
to embodiments of the present invention;
Fig. 8 is a flowchart showing a control method ac-
cording to a first embodiment;
Fig. 9 is a view showing a construction of principal
parts of an alternator in the prior art;
Fig. 10 is a flowchart showing a control method ac-
cording to a fourth embodiment;
Figs. 11, 12 and 13 are charts to respectively show
a method for controlling a driving torque according
to embodiments of the present invention;
Fig. 14 is a flowchart showing a control method ac-
cording to a fifth embodiment;
Fig. 15 is a chart to explain a control method accord-
ing to an eighth embodiment;
Fig. 16 is a chart to explain a control method accord-
ing to a ninth embodiment;
Fig. 17 is a graph showing a relationship between a
4
relative speed N of the rotating magnetic field and
an efficiency η ;
Fig. 18 is a graph showing a relationship between a
relative speed N of rotating magnetic field and a gen-
5 erated power P with parameter of the temperature
of the alternator; and
Fig. 19 is a chart showing the relationship between
a relative speed N of rotating magnetic field and a
driving torque T using a temperature of the alternator
10 as a parameter.
DETAILED DESCRIPTION
[0014] An effective rotation speed of an induction ma-
15 chine can be represented by a relative speed N of a ro-
tating magnetic field generated by a rotor to a stator coil.
[0015] If the field winding (polyphase winding) of the
rotor generates a direct current field, and not rotating
magnetic field, a relative speed N coincides with a me-
20 chanical rotation speed of the rotor. Meanwhile, in the
case where the rotating magnetic field is generated in
the polyphase winding of the rotor, assuming that the
mechanical rotation speed of the rotor is set as N1, and
a speed of the rotating magnetic field generated in the
25 polyphase winding of the rotor is set as N2, the aforesaid
relative speed N is expressed by the following equation
(1).
30
[0016] The relative speed N of the rotating magnetic
field generated by the rotor to the stator coil in the induc-
35 tion machine will become faster than the mechanical ro-
tation speed N1 of the rotor if the mechanical rotating
direction of the rotor agrees with the rotating direction of
the rotating field generated by the field coil of the rotor.
If the directions become opposite to each other, on the
40 contrary the relative speed N will be slower than the me-
chanical rotation speed N1 of the rotor. In a case such
an induction machine is used as an alternator for vehi-
cles, the relative speed N can be set equal to the maxi-
mum efficiency speed of rotation Nx at all times irrespec-
45 tive of the mechanical rotation speed N1 of the rotor by
controlling the rotation speed N2 of the rotating magnetic
field provided by the field coil according to the change in
the mechanical rotation speed N1 of the rotor that de-
pends on the engine speed. This makes it possible to
50 arbitrarily control the relative speed N substantially.
[0017] As shown in Fig. 3, the generated power P of
the alternator is a function of the relative speed N. Thus,
if the relative speed N of the rotating magnetic field is
arbitrarily controlled, the generated power P of the alter-
55 nator can be also arbitrarily controlled regardless of the
mechanical rotation speed N1 of the rotor.
[0018] Likewise, the driving torque T of the alternator
is a function of the relative speed N, as shown in Fig. 4.
3
 5 EP 0 903 832 B1
Thus, if the relative speed N of the rotating magnetic field
is arbitrarily controlled, the driving torque T of the alter-
nator can be also arbitrarily controlled regardless of the
mechanical rotation speed N1 of the rotor.
[0019] In the following specification, it is taken that: the
electric power generated and the driving torque T pro-
duced by the induction machine are both functions of the
relative speed N of the rotating magnetic field with respect
to the stator; if the speed N2 of the rotating magnetic field
generated in the polyphase winding of the rotor is con-
trolled, the relative speed N can be arbitrarily controlled
regardless of the mechanical rotation speed N1 of the
rotor for arbitrarily controlling the generated power and/or
the driving torque T of the induction machine in accord-
ance with vehicle condition.
[0020] Referring next to the drawings, preferred em-
bodiments of the present invention will be described. Fig.
1 is a block diagram showing an arrangement of main
parts of a generator system for vehicles according to an
embodiment of the present invention. Figs. 2A and 2B
show a structure of an alternator 1 constituting the gen-
erator system of the present invention. The alternator 1
of the present invention is an induction machine compris-
ing rotor 1R and stator 1S where three-phase field coils
11 and three-phase armature windings 12 are formed,
respectively.
[0021] In Figs. 2A and 2B, the rotor 1R with the three-
phase field coil 11 is coaxially fixed to a rotating shaft 13
of the alternator 1 and the stator 1S with the three-phase
armature winding 12 is arranged around the rotor 1R.
The rotating shaft 13 is rotatably supported in a housing
17 by a front bearing 15a and a rear bearing 15b. The
rotating shaft 13 has a pulley 14 fixed at one end and slip
rings 18a-18c formed at the other end to contact brushes
19a-19c for supplying exciting current to the field coils
11 (11a-11c) of the rotor 1R.
[0022] As will be described later, a magnetic field con-
troller 2, an ACG·ECU (Electronic Control Unit) 3, a
switching controller 5 and a short-circuit device 8 are also
arranged inside the alternator housing 17 and at the other
end of the rotating shaft 13. These devices 2, 3, 5 and 8
are disposed in the circumferential direction of the inside
of the housing 17 and on a single plane perpendicular to
the rotating shaft 13 (Preferably, on the inner surface of
the housing 17). This makes it easier to wire between
such devices and hence possible to ensure effective uti-
lization of the dead space, thus preventing the alternator
from increasing in size.
[0023] In Fig. 1, the ACG·ECU 3 functions as control
means for controlling a speed of rotating magnetic field.
When communicating with an engine ECU 4 for detecting
an engine speed Ne, the electric load and the like, the
ACG·ECU 3 determines the speed N2 of the rotating
magnetic field to be generated in the three-phase field
coil 11 of the rotor 1R, an applied voltage, a rotating mag-
netic field phase or the like, and then, transmits the de-
termined results to an electrical rotating magnetic field
generating section 2a of a magnetic field controller 2.
6
The electrical rotating magnetic field generating section
2a controls phase, amplitude and frequency of the AC
power to be supplied to the field coils 11a, 11b and 11c
of the rotor 1R based on the data such as the speed N2
5 of the rotating field sent from the ACG·ECU 3 so that the
rotating electromagnetic field with the rotation speed N2
will be generated.
[0024] The switching controller 5 communicates with
the ACG ·ECU 3 to detect the operating state of the al-
10 ternator 1 for each contacts as follows: each output ter-
minal of the alternator 1 is connected to each contact 
of an output controller 7 each time the alternator 1 is
operated as a generator or to each contact  of the short-
circuit device 8 each time the alternator 1 is operated as
15 a motor. In some cases, the switching controller 5 may
resupply some of generated power for self-excitation to
the alternator 1 through the electrical rotating magnetic
field generating section 2a each time the alternator 1 is
operated as a generator.
20 [0025] The output controller 7 is provided with rectifier
circuit 7a and regulator 7b for converting AC power output
from the alternator 1 into DC power corresponding to the
voltage at the battery 9 and an electrical load 30. The
short-circuit device 8 makes each output terminal of the
25 armature windings 12a, 12b and 12c in the alternator 1
short-circuited either through each variable resistor or
without such resistors. A DC magnetic field controller 2b
is energized selectively instead of the electric rotating
magnetic field generating section 2a to supply a DC cur-
30 rent to the field coils 11a and 11b of the rotor 1R so that
a magnetic field will be generated in the rotor 1R.
[0026] In operation, the ACG·ECU 3 receives opera-
tional parameters such as the engine speed Ne and the
engine load detected at the engine ECU 4 to calculate
35 the mechanical rotation speed N1 of the rotor 1R in the
alternator 1 based on the parameters such as the engine
speed Ne and the pulley ratio. In order to control the
relative speed N of the rotating magnetic field generated
by the rotor 1R with respect to the stator 1S, the
40 ACG·ECU 3 calculates the speed N2 of the rotating mag-
netic field to be electrically generated in the three-phase
winding 11 of the rotor 1R, and then, transmits the cal-
culated results to the electrical rotating magnetic field
generating section 2a.
45 [0027] The electrical rotating magnetic field generating
section 2a controls excitation timing in each phase of the
three-phase coil 11 of the rotor 1R to generate a rotating
magnetic field with the rotation speed N2. The AC power
from each armature windings 12a, 12b and 12c of the
50 stator 1S is converted into DC power in the output con-
troller 7, where some of generated power is supplied to
electrical load 30 and the remaining is charged to the
battery 9. Since the control method for the induction ma-
chine itself is well known in the art, the description in
55 more detail is omitted.
[0028] The embodiments of power generation control
according to the present invention will be explained be-
low. Fig. 5 is a chart showing a method for controlling a
4
 7 EP 0 903 832 B1
power generated according to a first embodiment of the
present invention. The power generated by the alternator
1 is controlled so as to be limited not over than the upper
limit value Pmax regardless of the mechanical rotation
speed of the rotor 1R. This power generation control is
achieved in the following manner. More specifically, in
order that the relative speed N is kept at the upper limit
speed Nmax or less determined by the power generation
upper limit value Pmax, the ACG·ECU 3 determines the
speed N2 of the rotating magnetic field electrically gen-
erated in the three-phase field coil 11 of the rotor 1R in
accordance with the mechanical rotation speed N1 of the
rotor 1R, and then, the electrical rotating magnetic field
generating section 2a generates a rotating magnetic field
of the speed N2.
[0029] According to the aforesaid power generation
control, for example, even in the case of setting a pulley
ratio higher in accordance with a generated power re-
quired in a low rotation of engine, a current generated in
a high rotation of engine can be limited. Thus, this serves
to avoid a surplus design for a capacity of the wiring of
power source line and the like, and couplers.
[0030] Fig. 8 is a flowchart showing an operation of the
first embodiment. In step S1, a mechanical rotation speed
N1 of the rotor 1R is measured. The rotation speed N1
can be computed on the basis of an engine speed Ne
and a pulley ratio. In step S2, a current power P generated
by the alternator is measured. In step S3, a decision is
made whether or not the generated power P thus meas-
ured exceeds the upper limit value Pmax. If a decision
is made that the generated power P exceeds the upper
limit value Pmax, a speed N2 of the rotating magnetic
field for slowing down the relative speed N to reduce the
generated power P, that is, a speed N2 of the rotating
magnetic field for lowering the relative speed N less than
the upper limit value Nmax is calculated in step S4. In
step S5, the rotating magnetic field with speed N2 is in-
duced in the polyphase winding of the rotor.
[0031] Fig. 6 is a chart showing a control method of a
generated power according to a second embodiment. In
the second embodiment, the power generated by the al-
ternator 1 is controlled so as to be kept at the lower limit
value Pmin or more regardless of the rotation speed N1
of the rotor 1R. The power generation control is achieved
in the following manner. More specifically, in order that
the relative speed N is prevented from being less than
the lower limit value Nmin, the ACG·ECU 3 and the elec-
trical rotating magnetic field generating section 2a control
the speed N2 of the rotating magnetic field in accordance
with the rotation speed N1 of the rotor 1R. According to
the aforesaid power generation control, for example,
even in the case of setting the pulley ratio lower in ac-
cordance with a electric power required at a higher rota-
tion of engine, it is possible to prevent a shortage of gen-
erated power in a lower rotation.
[0032] Fig. 7 is a chart showing a control method of a
generated power according to a third embodiment of the
present invention. In the third embodiment, the power
8
generated by the alternator 1 is controlled so as to be
kept at a target (desired) power Pc regardless of the me-
chanical rotation speed N1 of the rotor 1R. The power
generation control is achieved in the following manner.
5 The ACG·ECU 3 and the electrical rotating magnetic field
generating section 2a control the speed N2 of the rotating
magnetic field in accordance with the rotation speed N1
of the rotor 1R so that the relative speed N always coin-
cides with a target speed Nc. According to the aforesaid
10 power generation control, assuming that the current pow-
er consumption of the electric load is the target power
Pc, a power generation control is carried out such that
the power consumption and the generated power sub-
stantially coincide with each other. Thus, a voltage of
15 battery is prevented from fluctuating, so that the lifetime
of battery is expected to be elongated.
[0033] A decision is made whether or not a charging
quantity of the battery is sufficient on the basis of a battery
voltage. If the charging quantity is insufficient, a relatively
20 higher value is set as the target power Pc so that charging
is facilitated. On the other hand, if the charging quantity
is sufficient, a relatively lower value is set as the target
power Pc so that overcharge can be prevented.
[0034] An operation of a fourth embodiment in which
25 a generated power is controlled in accordance with a
battery voltage, will be explained below with reference
to a flowchart shown in Fig. 10. In step S11, the battery
voltage representative of a charging quantity of battery
is measured. In step S12, the measured battery voltage
30 is compared with a reference value (e.g., 12.5V). If a
decision is made that the battery voltage is less than the
reference value, in step S13, on the basis of the differ-
ence between the measured battery voltage value and
the reference value, a target power Pc1 higher than the
35 current value is calculated. In step S14, a target relative
speed NC is calculated on the basis of the calculated
target power Pc1. In step. S15, the speed N2 of the ro-
tating magnetic field for increasing the generated power
up to the target power Pc1 is calculated, and then, in step
40 S16, a rotating magnetic field of the speed N2 is gener-
ated.
[0035] If a decision is made that the battery voltage is
greater than the reference value, in step S23 to step S26,
the same procedures as said step S13 to Step S16 are
45 executed except that in step S25, the speed N2 of the
rotating magnetic field for decreasing the generated pow-
er to a target power Pc2 is calculated. Also, if the battery
voltage is equal to the reference value, no rotating mag-
netic field is generated.
50 [0036] According to the fourth embodiment, the gen-
erated power P of the alternator is set to a predetermined
value or within a predetermined range regardless of the
mechanical rotation speed N1 of the rotor 1R. Thus, even
in the case of setting a pulley ratio higher so that a re-
55 quired power is generated at a low rotation of engine, it
is possible to prevent surplus power generation at a high
rotation. Further, even in the case of setting a pulley ratio
lower so that the required power is generated at a high
5
 9 EP 0 903 832 B1
rotation of engine, it is possible to prevent a shortage of
generated power at a low rotation. By setting the target
power Pc to a proper value, the lifetime of battery can be
made long, charging can be rapidly performed when the
charging quantity of battery is short, and it is possible to
prevent overcharge.
[0037] Next, an embodiment of a driving torque control
according to the present invention will be explained be-
low. Fig. 11 is a chart showing a control method of a
driving torque according to a fifth embodiment of the
present invention. In the fifth embodiment, a driving
torque of the alternator 1 is controlled so as to be limited
to the upper limit torque Tmax or less regardless of the
mechanical rotation speed N1 of the rotor 1R. The torque
control is achieved in the following manner. More specif-
ically, in order that the relative speed N is kept equal to
or less than a low-speed side upper limit value Na or
more than a high-speed side lower limit value Nb both of
which are determined corresponding to the upper limit
torque Tmax, the speed N2 of the rotating magnetic field
electrically generated in the three-phase winding of the
rotor 1R is controlled in accordance with the rotation
speed N1 of the rotor 1R.
[0038] Fig. 14 is a flowchart showing an operation of
the fifth embodiment. In step S31, the rotation speed N1
of the rotor 1R is measured. In step S32, a current driving
torque T of the alternator is measured. The driving torque
T may be measured with a torque meter, and also, can
be measured by measuring an output current and/or an
exciting current of the alternator 1.
[0039] In step S33, a decision is made whether or not
the measured driving torque T exceeds the upper limit
torque Tmax. If a decision is made that the driving torque
T exceeds the upper limit torque Tmax, in step S34, a
battery charging quantity is detected on the basis of the
battery voltage. A power M generated by the alternator
increases together with a rise of the relative speed N.
Considering this matter, in this embodiment, if a decision
is made in step S34 that the charging quantity is insuffi-
cient (for example, the battery voltage is equal to or less
than 12.5 V), a speed of the rotating magnetic field for
reducing the driving torque T by increasing the relative
speed N, that is, a speed +N2 of the rotating magnetic
field for setting the relative speed N equal to or more than
the high-speed side lower limit value Nb is calculated in
step S35a. On the other hand, if a decision is made in
step S34 that the battery charging quantity is sufficient
(for example, the battery voltage is equal to or more than
12.5 V), a speed of the rotating magnetic field for reducing
the driving torque T by reducing the relative speed N,
that is, a speed -N2 of the rotating magnetic field for set-
ting the relative speed N less than the low-speed side
upper limit value Na is calculated in step S35b. In step
S36, a rotating magnetic field of the speed N2 is induced
in the polyphase winding of the rotor.
[0040] Fig. 12 is a chart showing a control method of
a driving torque according to a sixth embodiment of the
present invention. In the sixth embodiment, the driving
10
torque of the alternator 1 is controlled so as to be kept
equal to or more than a lower limit torque Tmin regardless
of the rotation speed N1 of the rotor. The torque control
is achieved in the manner in which the speed N2 of the
5 rotating magnetic field is controlled in accordance with
the rotation speed N1 of the rotor 1R so that the relative
speed N is not less than a lower limit value N3.
[0041] Fig. 13 is a chart showing a control method of
a driving torque according to a seventh embodiment of
10 the present invention. In the seventh embodiment, the
driving torque of the alternator is controlled so as to be
kept at a constant (fixed) torque Tc regardless of the ro-
tation speed N1 of the rotor. The torque control is
achieved in the following manner in which the speed N2
15 of the rotating magnetic field is controlled in accordance
with the rotation speed N1 of the rotor 1R so that the
relative speed N always coincides with a target speed N4.
[0042] According to this embodiment, the driving
torque T of the alternator is controlled to a desired and
20 predetermined value or within a predetermined range.
Thus, it is possible to prevent excessively increased and
decreased load on the alternator belt or a large fluctuation
in the load, and also, it is possible to prevent a fluctuation
in a rotation speed of engine.
25 [0043] In the aforesaid each control method of the driv-
ing torque, the driving torque of the alternator is controlled
to an arbitrarily absolute range or value. The driving
torque may be made higher and lower than the current
driving torque, and in this manner, a relative control may
30 be carried out on the basis of the current driving torque.
For example, the speed of the rotating magnetic field may
be controlled so that the driving torque of the induction
machine is increased or decreased from the current driv-
ing torque in accordance with vehicle running states.
35 [0044] More specifically, according to an eighth em-
bodiment of the present invention shown in Fig. 15, when
an acceleration of the vehicle is detected on the basis of
an accelerator opening and/or a rotation speed of the
engine, at an operating point A on a 40A electric load
40 line, the speed N2 of the rotating magnetic field is in-
creased by ∆N21 to increase the relative speed N, and
thereby, the operating point is transferred to an operating
point C so that the driving torque is made low. When the
engine brake state of the vehicle is detected, the speed
45 N2 of the rotating magnetic field is decreased by ∆N22
to decrease the relative speed N, and thereby, the oper-
ating point is transferred to the operating point B so that
the driving torque is made high. Thus, the accelerating
performance or the engine braking performance can be
50 improved.
[0045] Subsequently, a ninth embodiment of the
present invention will be described below. In the afore-
said fifth through eighth embodiments, the electric load
on the alternator 1 has not been taken into consideration.
55 Actually, the electric load greatly varies by turning on/off
an air conditioner, a head lump or the like. If the electric
load is different, the relationship between the relative
speed N and the driving torque T of the alternator 1 varies.
6
 11 EP 0 903 832 B1
Fig. 16 is a chart showing the relationship between the
relative speed N and the driving torque T of the alternator
1 using the electric load as a parameter. It can be seen
from the chart that even if the relative speed N is constant,
when the electric load increases, the driving torque T
increases.
[0046] If the electric load increases to 40A when a pow-
er of 30A is generated at a relative speed N10, the driving
torque naturally increases from T1 to T2. For this reason,
a shock corresponding to the torque fluctuation is caused
on the vehicle, and the rotation speed of engine can tem-
porarily lower due to the increase of the driving torque.
In the ninth embodiment, when the driving torque is likely
to vary due to the increase or decrease of electric load,
the increase or decrease of electric load is compensated
by increase or decrease of the relative speed N, and
thereby, the fluctuation of torque can be prevented. More
specifically, if the electric load increases to 40A when a
power of 30A is generated at a relative speed N10, the
speed N2 of the rotating magnetic field is increased so
that the relative speed N is increased from N10 to N20.
As a result, it is possible to increase the generated power
from 30A to 40A with keeping the driving torque constant.
[0047] Further, a relationship between the relative
speed N of the alternator and a power generation effi-
ciency η is as shown in Fig. 17 in which the maximum
efficiency η max is shown at a certain point Nx of the
relative speed N, and as the relative speed N separates
from the maximum efficiency rotation speed Nx, the pow-
er generation efficiency η is gradually reduced. There-
fore, it is desirable that the relative speed N is kept at the
rotation speed Nx for the maximum efficiency η max.
[0048] In the ninth embodiment, when the increase or
decrease of the electric load, that is, an event varying
the driving torque of the alternator occurs, at first, the
speed N2 of the rotating magnetic field electrically gen-
erated in the polyphase winding of the rotor is varied so
as to control the relative speed N in order to compensate
the fluctuation of the electric load without varying the driv-
ing torque. Thereafter, with keeping the generated power
constant, the speed N2 of the rotating magnetic field is
gradually adjusted so that the relative speed N coincides
with the maximum efficiency rotation speed Nx accom-
panying with the variation of driving torque. At this time,
it is desirable that the control of the speed N2 or N is
gradually carried out the following manner. More specif-
ically, the control is gradually carried out at a moderate
speed such that a sudden shock does not act onto the
alternator belt and/or the fluctuation of driving torque is
not felt by a driver.
[0049] According to the ninth embodiment, even if the
event such as an increase and decrease is caused in the
engine speed or electric load to vary the driving torque
of the alternator, it is possible to cope with the event with-
out sudden variation in the driving torque of the alternator.
[0050] Meanwhile, as a temperature of the alternator
lowers, an electrical resistance of the polyphase winding
lowers, and the exciting current increases. For this rea-
12
son, as shown in Fig. 18, at a particular relative speed,
a generated power is more at a higher temperature than
at a lower temperature. Therefore, for example, in the
case of controlling the generated power of the alternator
5 equal to or less than the upper limit value Pmax, the upper
limit value of the relative speed N is NmaxH at a higher
temperature, while it is NmaxL at a lower temperature.
[0051] Also, as shown in Fig. 19, the driving torque at
the same relative speed becomes high when the alter-
10 nator has a low temperature as compared with when it
has a high temperature. Therefore, for example, in the
case of controlling the driving torque of the alternator
equal to or less than the upper limit value Tmax, the low-
speed side upper limit value and the high-speed side
15 lower limit value of the relative speed N are NaH and
NbH when the alternator has a high temperature, and
are NaL and NbL when the alternator has a low temper-
ature.
[0052] Therefore, as described above, in the case of
20 controlling the generated power P or the driving torque
T of the alternator to a target value or within a target range
on the basis of the relative speed N, it is desirable that
the temperature of the alternator 1 is used as a param-
eter, and the relationship between the relative speed N
25 and the generated power P and the relationship between
the relative speed N and the driving torque T are previ-
ously defined.
[0053] Although the above embodiments took the in-
duction machine including three-phase windings type ro-
30 tor and stator by way of example to describe the present
invention, the present invention is not limited by the em-
bodiments and any other poly-phase windings such as
four- and five-phase windings may be used in the same
manner.
35 [0054] Different aspects of the control means of the
disclosed generator system achieve various different ef-
fects, as follows:
(1) The control means controls a speed of the rotating
40 magnetic field generated in the rotor in accordance
with a rotation speed of the rotor so that a generated
power of the induction machine is kept within a pre-
determined range. According to this feature, it is pos-
sible to keep the power generated by the induction
45 machine within a predetermined range regardless of
a rotation speed of the internal combustion engine.
(2) The control means controls a speed of the rotating
magnetic field generated in the rotor in accordance
with a rotation speed of the rotor so that a driving
50 torque of the induction machine is kept within a pre-
determined range. According to this feature, it is pos-
sible to keep the driving torque for the induction ma-
chine within a predetermined range regardless of a
rotation speed of the internal combustion engine.
55 (3) The control means controls the speed of rotating
magnetic field as a function of a temperature. When
a temperature of the induction machine lowers, an
electric resistance of the polyphase winding lowers
7
 13 EP 0 903 832 B1
and more exciting current flows. For this reason, a
relationship between the driving torque or the electric
power generated by the induction machine and a
relative speed of the rotating magnetic field in the
rotor to that in the stator is not uniquely determined.
However, according to this feature, temperature
compensation is possible; therefore, it is possible to
accurately control the driving torque and the power
generated by the induction machine regardless of
the temperature variation.
(4) The control means generates in the rotor a rotat-
ing magnetic field increasing the relative speed if a
charging quantity in a battery charged by the induc-
tion machine is insufficient, while generates a rotat-
ing magnetic field decreasing the relative speed if
the charging quantity in the battery is sufficient. Ac-
cording to this feature, if the charging quantity in the
battery is insufficient, the relative speed is made fast
so as to increase the generated power; on the other
hand, if the charging quantity is sufficient, the relative
speed is reduced to decrease the generated power.
Therefore, the charging quantity in the battery can
be properly maintained.
(5) The control means controls the rotating speed of
the magnetic field so that the power generated by
the induction machine is not less than power con-
sumption due to the electric load. According to this
feature, it is possible to prevent the charging quantity
in the battery from lowering.
(6) The control means controls the speed of rotating
magnetic field in accordance with vehicle running
condition. For example, if the vehicle is in a braking
state, the control means controls the speed of rotat-
ing magnetic field so that the driving torque for the
induction machine increases. On the other hand, if
the vehicle is in an accelerating state, the control
means controls the speed of rotating magnetic field
so that the driving torque for the induction machine
decreases. According to this feature, an engine
brake operation is improved in the braking condition,
and accelerating performance is improved in accel-
erating condition.
(7) When the electric load varies, the control means
first responds to the load variation for controlling the
speed of rotating magnetic field so that the electric
load having varied is powered enough without caus-
ing a driving torque variation. Thereafter, the control
means gradually controls a rotating magnetic field
accompanying with the driving torque variation so
that the electric load after varied is compensated
even if a relative speed of the rotating magnetic field
with respect to the stator is a predetermined rotation
speed. According to this feature, even if the electric
load increases and decreases, it is possible to per-
form an ideal control for generated power without
feeling the driving torque variation.
(8) The predetermined rotation speed is set to a ro-
tation speed within a region where the induction ma-
14
chine has the highest power generation efficiency.
According to this feature, an effective power gener-
ation is performed.
5 [0055] Accordingly, the generator system of the
present invention can achieve the following advantages:
(1) The power generated by the alternator is control-
led within a predetermined range regardless of the
10 engine speed. Thus, even in the case where the pul-
ley ratio is set higher so that a required power is
generated when the engine rotates at a lower speed,
it is possible to prevent overcharge during the high
rotation of the engine and surplus wiring or the like.
15 Further, even in the case where the pulley ratio is
set lower so that the required power is generated
when the engine rotates at a higher speed, it is pos-
sible to prevent a shortage of the generated power
during the low rotation of the engine.
20 (2) The power generated by the alternator can be
set to a predetermined target value regardless of the
engine speed. Thus, charging is quickly performed
when the charging quantity of battery is short, and it
is possible to prevent overcharge, so that the lifetime
25 of battery can be made long. More specifically, the
generated power is kept at the predetermined value
or more, so that the shortage of the generated power
can be prevented. Further, the generated power is
kept at the predetermined value or less, so that a
30 charging current can be limited. Furthermore, the
generated power is kept at the predetermined value,
so that the battery voltage can be prevented from
varying and the lifetime of battery can be made long.
(3) The driving torque of the alternator is kept within
35 a predetermined range regardless of the rotation
speed of engine. Thus, it is possible to prevent an
excessive increase, decrease and fluctuation in a
load acting on the alternator belt.
(4) The driving torque of the alternator is set within
40 a predetermined target value regardless of the rota-
tion speed of engine. Thus, even in the case where
the event varying the driving torque of the induction
machine occurs, it is possible to control the driving
torque of the induction machine within a predeter-
45 mined range. More specifically, if the driving torque
is set so as to be kept at a predetermined value or
more, the fluctuation of the load acting onto the al-
ternator belt is prevented, so that mechanical vibra-
tion and noise can be reduced. Further, if the driving
50 torque is set so as to be kept at a predetermined
value or less, excessive load on the alternator belt
can be prevented. Furthermore, driving torque is set
so as to be kept at a desired predetermined value,
it is possible to prevent both fluctuation of load acting
55 on the alternator belt and excessive load acting ther-
eon.
(5) As the speed of the rotating magnetic field is con-
trolled as a function of the temperature, it is possible
8
 15 EP 0 903 832 B1
to accurately control the generated power and the
driving torque regardless of the temperature of the
induction machine.
(6) The speed of the rotating magnetic field is con-
trolled so that the power generated by the induction
machine is not less than power consumed by the
electric load. Thus, it is possible to prevent a short-
age of generated power regardless of a fluctuation
of the electric load.
(7) The speed of the rotating magnetic field is con-
trolled in accordance with the vehicle running states.
For example, when the vehicle is braked, the speed
of the rotating magnetic field is controlled so that the
driving torque of the induction machine increases,
while when the vehicle is accelerated, the speed of
the rotating magnetic field is controlled so that the
driving torque of the induction machine decreases.
Thus, in the braking state, the engine brake perform-
ance is improved, and in accelerating, accelerating
performance is improved.
(8) When the electric load varies, the speed of the
rotating magnetic field is controlled so that the elec-
tric load after varied is compensated without causing
a fluctuation of driving torque. Thereafter, the rotat-
ing magnetic field control with the variation of a driv-
ing torque is gradually carried out so that the relative
speed of the rotating magnetic field with respect to
the stator is compensated by a predetermined rota-
tion speed. Thus, even if the electric load increases
or decreases, it is possible to carry out an ideal power
control so that a driver does not feel the fluctuation
of driving torque.
(9) The predetermined rotation speed is set to a ro-
tation speed within a range where the power gener-
ation efficiency of the induction machine is the max-
imum so that an effective power generation is pos-
sible.
[0056] An advantage of the present invention is to pro-
vide a power generator for an internal combustion en-
gine, which uses an induction machine (machine) as an
alternator, and can arbitrarily control a driving torque for
the alternator even if there is a fluctuation of an electric
load or an engine speed, that is, a factor of varying the
driving torque for the alternator.
Claims
Claims for the following Contracting State(s): FR
1. A generator system (1) for an internal combustion
engine, comprising:
an induction machine which includes a rotor (1R)
and a stator (1S) each having a polyphase wind-
ing, the rotor being rotatable by transmitting a
16
rotating motion of an internal combustion engine
which is operated at variable speeds;
rotating magnetic field generating means (2a)
for electrically generating a rotating magnetic
5 field in the rotor; and
control means (3) for controlling a speed of the
rotating magnetic field in the rotor,
the control means being operable to set a target
value of a relative speed of the rotating magnetic
10 field with respect to the stator, and to control a
speed of the rotating magnetic field on the basis
of the target value and a rotation speed of the
rotor.
15 2. The generator system for an internal combustion en-
gine according to claim 1, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that a power generated by the induction ma-
chine is within a predetermined range, and controls
20 a speed of the rotating magnetic field in accordance
with a rotation speed of the rotor.
3. The generator system for an internal combustion en-
gine according to claim 1, wherein, in use of the gen-
25 erator system, the control means sets the target val-
ue so that a driving torque of the induction machine
is within a predetermined range, and controls a
speed of the rotating magnetic field in accordance
with a rotation speed of the rotor.
30
4. The generator system for an internal combustion en-
gine according to claim 3, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that a power generated by the induction ma-
35 chine is kept at any one of a predetermined value or
more, the predetermined value or less, and the pre-
determined value, and controls the speed of the ro-
tating magnetic field.
40 5. The generator system for an internal combustion en-
gine according to claim 3, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that a driving torque of the induction machine
is kept at any one of a predetermined value or more,
45 the predetermined value or less, and the predeter-
mined value, and controls the speed of the rotating
magnetic field.
6. The generator system for an internal combustion en-
50 gine according to claim 1, wherein, in use of the gen-
erator system, the control means further controls the
target value of the relative speed as a function of a
temperature of the induction machine.
55 7. The generator system for an internal combustion en-
gine according to claim 1, wherein, in use of the gen-
erator system, the control means sets a relative
speed faster than a current relative speed as the
9
 17 EP 0 903 832 B1
target value if a charging quantity of a battery
charged by the induction machine is insufficient, and
sets a relative speed slower than the current relative
speed if the charging quantity of battery is sufficient.
8. The generator system for an internal combustion en-
gine according to claim 2, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that the power generated by the induction ma-
chine is not less than power consumed by an electric
load.
9. The generator system for an internal combustion en-
gine according to claim 3, wherein, in use of the gen-
erator system, the control means sets the target val-
ue in accordance with running states of vehicle which
is equipped with the generator system.
10. The generator system for an internal combustion en-
gine according to claim 9, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that the driving torque of the induction machine
increases when the vehicle is in a braking state.
11. The generator system for an internal combustion en-
gine according to claim 9, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that the driving torque of the induction machine
decreases when the vehicle is in an accelerating
state.
12. The generator system for an internal combustion en-
gine according to claim 3, wherein, in use of the gen-
erator system, when an electric load varies, the con-
trol means sets a temporary target value so that the
electric load after varied is powered without causing
a variation of the driving torque, and controls the
speed of the rotating magnetic field accordingly, and
thereafter, sets a final target value of the relative
speed so that the electric load after varied is powered
with a different driving torque from that correspond-
ing to the temporary target value, and then, gradually
carries out a power generation control with the var-
iation of driving torque using the final target value.
13. The generator system for an internal combustion en-
gine according to claim 12, wherein, in use of the
generator system, the final target value is within a
range where the power generation efficiency of the
induction machine is the maximum.
Claims for the following Contracting State(s): DE, GB
1. A generator system (1) for an internal combustion
engine, comprising:
an induction machine which includes a rotor (1R)
18
and a stator (1S) each having a polyphase wind-
ing, the rotor being rotatable by transmitting a
rotating motion of an internal combustion engine
which is operated at variable speeds;
5 rotating magnetic field generating means (2a)
for electrically generating a rotating magnetic
field in the rotor; and
control means (3) for controlling a speed of the
rotating magnetic field in the rotor,
10 the control means being operable to set a target
value of a relative speed of the rotating magnetic
field with respect to the stator, and to control a
speed of the rotating magnetic field on the basis
of the target value and a rotation speed of the
15 rotor,
wherein, in use of the generator system, the control
means sets the target value either so that a power
generated by the induction machine is within a pre-
20 determined range, or so that a driving torque of the
induction machine is within a predetermined range,
or both, and controls a speed of the rotating magnetic
field in accordance with a rotation speed of the rotor.
25 2. The generator system for an internal combustion en-
gine according to claim 1, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that a power generated by the induction ma-
chine is kept at any one of a predetermined value or
30 more, the predetermined value or less, and the pre-
determined value, and controls the speed of the ro-
tating magnetic field.
3. The generator system for an internal combustion en-
35 gine according to claim 1, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that a driving torque of the induction machine
is kept at any one of a predetermined value or more,
the predetermined value or less, and the predeter-
40 mined value, and controls the speed of the rotating
magnetic field.
4. The generator system for an internal combustion en-
gine according to claim 1, wherein, in use of the gen-
45 erator system, the control means further controls the
target value of the relative speed as a function of a
temperature of the induction machine.
5. The generator system for an internal combustion en-
50 gine according to claim 1, wherein, in use of the gen-
erator system, the control means sets a relative
speed faster than a current relative speed as the
target value if a charging quantity of a battery
charged by the induction machine is insufficient, and
55 sets a relative speed slower than the current relative
speed if the charging quantity of battery is sufficient.
6. The generator system for an internal combustion en-
10
 19 EP 0 903 832 B1
gine according to claim 2, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that the power generated by the induction ma-
chine is not less than power consumed by an electric
load.
7. The generator system for an internal combustion en-
gine according to claim 1, wherein, in use of the gen-
erator system, the control means sets the target val-
ue in accordance with running states of vehicle which
is equipped with the generator system.
8. The generator system for an internal combustion en-
gine according to claim 7, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that the driving torque of the induction machine
increases when the vehicle is in a braking state.
9. The generator system for an internal combustion en-
gine according to claim 7, wherein, in use of the gen-
erator system, the control means sets the target val-
ue so that the driving torque of the induction machine
decreases when the vehicle is in an accelerating
state.
10. The generator system for an internal combustion en-
gine according to claim 1, wherein, in use of the gen-
erator system, when an electric load varies, the con-
trol means sets a temporary target value so that the
electric load after varied is powered without causing
a variation of the driving torque, and controls the
speed of the rotating magnetic field accordingly, and
thereafter, sets a final target value of the relative
speed so that the electric load after varied is powered
with a different driving torque from that correspond-
ing to the temporary target value, and then, gradually
carries out a power generation control with the var-
iation of driving torque using the final target value.
11. The generator system for an internal combustion en-
gine according to claim 10, wherein, in use of the
generator system, the final target value is within a
range where the power generation efficiency of the
induction machine is the maximum.
Patentansprüche
Patentansprüche für folgende(n) Vertragsstaat(en):
FR
1. Generatorsystem (1) für einen Verbrennungsmotor
umfassend:
einen Induktionsmotor mit einem Rotor (1R) und
einem Stator (1S), die jeweils eine Mehrphasen-
wicklung aufweisen, wobei der Rotor durch
20
Übertragung einer Drehbewegung von dem mit
variablen Geschwindigkeiten betriebenen Ver-
brennungsmotor in Drehung versetzbar ist;
ein rotierendes Magnetfeld erzeugende Mittel
5 (2a) zur elektrischen Erzeugung eines rotieren-
den Magnetfeldes im Rotor; und
Steuermittel (3) zur Steuerung der Geschwin-
digkeit des rotierenden Magnetfeldes im Rotor,
die zur Einstellung eines Zielwertes der Relativ-
10 geschwindigkeit des rotierenden Magnetfeldes
in Bezug auf den Stator sowie zur Steuerung
der Geschwindigkeit des rotierenden Magnet-
feldes auf der Basis des Zielwertes und der
Drehzahl des Rotors betreibbar sind.
15
wobei die Steuermittel im Betrieb des Generatorsy-
stems den Zielwert entweder so, dass die durch den
Induktionsmotor erzeugte Leistung so, dass das An-
triebsdrehmoment des Induktionsmotors in einem
20 vorgegebenen Bereich liegt oder beides einstellen,
und
2. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
25 des Generatorsystems den Zielwert so einstellen,
dass die durch den Induktionsmotor erzeugte Lei-
stung in einem vorgegebenen Bereich liegt, und die
Geschwindigkeit des rotierenden Magnetfeldes als
Funktion der Drehzahl des Rotors steuern.
30
3. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass das Drehmoment des Induktionsmotors in ei-
35 nem vorgegebenen Bereich liegt, und die Geschwin-
digkeit des rotierenden Magnetfeldes als Funktion
der Drehzahl des Rotors steuern.
4. Generatorsystem für einen Verbrennungsmotor
40 nach Anspruch 3, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass die durch den Induktionsmotor erzeugte Lei-
stung entweder auf einem vorgegebenen Wert oder
mehr, dem vorgegebenen Wert oder weniger oder
45 dem vorgegebenen Wert gehalten wird, und die Ge-
schwindigkeit des rotierenden Magnetfeldes steu-
ern.
5. Generatorsystem für einen Verbrennungsmotor
50 nach Anspruch 3, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass das Drehmoment des Induktionsmotors auf ei-
nen vorgegebenen Wert oder mehr, dem vorgege-
benen Wert oder weniger oder dem vorgegebenen
55 Wert gehalten wird, und die Geschwindigkeit des ro-
tierenden Magnetfeldes steuern.
6. Generator für einen Verbrennungsmotor nach An-
11
 21 EP 0 903 832 B1
spruch 1, bei dem die Steuermittel im Betrieb des
Generatorsystems weiterhin den Zielwert der Rela-
tivgeschwindigkeit als Funktion der Temperatur des
Induktionsmotors steuern.
7. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
des Generatorsystems die Relativgeschwindigkeit
größer als eine laufende Relativgeschwindigkeit als
Zielwert einstellen, wenn die Aufladung einer durch
den Induktionsmotor aufgeladenen Batterie ungenü-
gend ist, und die Relativgeschwindigkeit kleiner als
die laufende Relativgeschwindigkeit einstellen,
wenn die Aufladung der Batterie ausreichend ist.
8. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 2, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass die durch den Induktionsmotor erzeugte Lei-
stung nicht kleiner als die durch eine elektrische Last
verbrauchte Leistung ist.
9. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 3, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert als Funktion
laufender Zustände eines Fahrzeugs einstellen, das
mit dem Generatorsystem ausgerüstet ist.
10. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 9, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass das Antriebsdrehmoment des Induktionsmo-
tors zunimmt, wenn sich das Fahrzeug in einem
Bremszustand befindet.
11. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 9, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass das Antriebsdrehmoment des Induktionsmo-
tors abnimmt, wenn sich das Fahrzeug in einem Be-
schleunigungszustand befindet.
12. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 3, bei dem die Steuermittel im Betrieb
des Generatorsystems bei sich ändernder elektri-
scher Last einen zeitweisen Zielwert so einstellen,
dass die elektrische Last nach Änderung ohne Her-
vorrufen einer Änderung des Antriebsdrehmomen-
tes betrieben wird, und die Geschwindigkeit des ro-
tierenden Magnetfeldes entsprechend steuern und
danach einen Endzielwert der Relativgeschwindig-
keit so einstellen, dass die elektrische Last nach Än-
derung mit einem Antriebsdrehmoment betrieben
wird, das sich von dem des entsprechenden zeitli-
chen Zielwertes unterscheidet, und sodann eine Lei-
stungsgeneratorsteuerung mit der Änderung des
Antriebsdrehmomentes unter Verwendung des end-
gültigen Zielwertes ausführen.
22
13. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 12, bei dem der endgültige Zielwert
im Betrieb des Generatorsystems in einem Bereich
liegt, in dem der Leistungsgeneratorwirkungsgrad
5 des Induktionsmotors maximal ist.
Patentansprüche für folgende(n) Vertragsstaat(en):
DE, GB
10
1. Generatorsystem (1) für einen Verbrennungsmotor
umfassend:
einen Induktionsmotor mit einem Rotor (1R) und
15 einem Stator (1S), die jeweils eine Mehrphasen-
wicklung aufweisen, wobei der Rotor durch
Übertragung einer Drehbewegung von dem mit
variablen Geschwindigkeiten betriebenen Ver-
brennungsmotor in Drehung versetzbar ist;
20 ein rotierendes Magnetfeld erzeugende Mittel
(2a) zur elektrischen Erzeugung eines rotieren-
den Magnetfeldes im Rotor; und
Steuermittel (3) zur Steuerung der Geschwin-
digkeit des rotierenden Magnetfeldes im Rotor,
25 die zur Einstellung eines Zielwertes der Relativ-
geschwindigkeit des rotierenden Magnetfeldes
in Bezug auf den Stator sowie zur Steuerung
der Geschwindigkeit des rotierenden Magnet-
feldes auf der Basis des Zielwertes und der
30 Drehzahl des Rotors betreibbar sind;
wobei die Steuermittel im Betrieb des Generatorsy-
stems den Zielwert entweder so, dass die durch den
Induktionsmotor erzeugte Leistung in einem vorge-
35 gebenen Bereich liegt, so, dass das Antriebsdreh-
moment des Induktionsmotors in einem vorgegebe-
nen Bereich liegt oder beides einstellen, und die Ge-
schwindigkeit des rotierenden Magnetfeldes als
Funktion der Drehzahl des Rotors steuern.
40
2. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass die durch den Induktionsmotor erzeugte Lei-
45 stung entweder auf einem vorgegebenen Wert oder
mehr, dem vorgegebenen Wert oder weniger oder
dem vorgegebenen Wert gehalten wird, und die Ge-
schwindigkeit des rotierenden Magnetfeldes steu-
ern.
50
3. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass das Drehmoment des Induktionsmotors auf ei-
55 nen vorgegebenen Wert oder mehr, dem vorgege-
benen Wert oder weniger oder dem vorgegebenen
Wert gehalten wird, und die Geschwindigkeit des ro-
tierenden Magnetfeldes steuern.
12
 23 EP 0 903 832 B1
4. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
des Generatorsystems weiterhin den Zielwert der
Relativgeschwindigkeit als Funktion der Temperatur
des Induktionsmotors steuern.
5. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
des Generatorsystems die Relativgeschwindigkeit
größer als eine laufende Relativgeschwindigkeit als
Zielwert einstellen, wenn die Aufladung einer durch
den Induktionsmotor aufgeladenen Batterie ungenü-
gend ist, und die Relativgeschwindigkeit kleiner als
die laufende Relativgeschwindigkeit einstellen,
wenn die Aufladung der Batterie ausreichend ist.
6. Generator für einen Verbrennungsmotor nach An-
spruch 2, bei dem die Steuermittel im Betrieb des
Generatorsystems den Zielwert so einstellen, dass
die durch den Induktionsmotor erzeugte Leistung
nicht kleiner als die durch eine elektrische Last ver-
brauchte Leistung ist.
7. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert als Funktion
laufender Zustände eines Fahrzeugs einstellen, das
mit dem Generatorsystem ausgerüstet ist.
8. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 7, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass das Antriebsdrehmoment des Induktionsmo-
tors zunimmt, wenn sich das Fahrzeug in einem
Bremszustand befindet.
9. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 7, bei dem die Steuermittel im Betrieb
des Generatorsystems den Zielwert so einstellen,
dass das Antriebsdrehmoment des Induktionsmo-
tors abnimmt, wenn sich das Fahrzeug in einem Be-
schleunigungszustand befindet.
10. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 1, bei dem die Steuermittel im Betrieb
des Generatorsystems bei sich ändernder elektri-
scher Last einen zeitweisen Zielwert so einstellen,
dass die elektrische Last nach Änderung ohne Her-
vorrufen einer Änderung des Antriebsdrehmomen-
tes betrieben wird, und die Geschwindigkeit des ro-
tierenden Magnetfeldes entsprechend steuern und
danach einen Endzielwert der Relativgeschwindig-
keit so einstellen, dass die elektrische Last nach Än-
derung mit einem Antriebsdrehmoment betrieben
wird, das sich von dem des entsprechenden zeitli-
chen Zielwertes unterscheidet, und sodann eine Lei-
stungsgeneratorsteuerung mit der Änderung des
Antriebsdrehmomentes unter Verwendung des end-
24
gültigen Zielwertes ausführen.
11. Generatorsystem für einen Verbrennungsmotor
nach Anspruch 10, bei dem der endgültige Zielwert
5 im Betrieb des Generatorsystems in einem Bereich
liegt, in dem der Leistungsgeneratorwirkungsgrad
des Induktionsmotors maximal ist.
10 Revendications
Revendications pour l’(les) Etat(s) contractant(s)
suivant(s): FR
15
1. Système générateur (1) pour moteur à combustion
interne, comprenant:
une machine à induction qui inclut un rotor (1R)
20 et un stator (1S), ayant chacun un enroulement
polyphasé, le rotor étant mis en rotation par
transmission du mouvement de rotation du mo-
teur à combustion interne qui fonctionne à des
vitesses variables;
25 des moyens de génération de champ magnéti-
que tournant (2a) pour générer électriquement
un champ magnétique tournant dans le rotor; et
des moyens de commande (3) pour commander
la vitesse du champ magnétique tournant dans
30 le rotor,
les moyens de commande (3) étant utilisables
pour établir une valeur cible de la vitesse relative
du champ magnétique tournant par rapport au
stator et pour commander la vitesse du champ
35 magnétique tournant sur la base de la valeur
cible et de la vitesse de rotation du rotor.
2. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
40 le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
que la puissance générée par la machine à induction
est dans une gamme prédéterminée et commandent
la vitesse du champ magnétique tournant selon la
45 vitesse de rotation du rotor.
3. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
le système générateur est en service, les moyens
50 de commande établissent la valeur cible de sorte
que le couple moteur de la machine à induction est
dans une gamme prédéterminée et commandent la
vitesse du champ magnétique tournant selon la vi-
tesse de rotation du rotor.
55
4. Système générateur pour moteur à combustion in-
terne selon la revendication 3, dans lequel, quand
le système générateur est en service, les moyens
13
 25 EP 0 903 832 B1
de commande établissent la valeur cible de sorte
que la puissance générée par la machine à induction
est conservée à une quelconque des valeurs prise
parmi une valeur prédéterminée ou plus, la valeur
prédéterminée ou moins et la valeur prédéterminée,
et commandent la vitesse du champ magnétique
tournant.
5. Système générateur pour moteur à combustion in-
terne selon la revendication 3, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
que le couple moteur de la machine à induction est
conservé égal à une quelconque des valeurs prise
parmi une valeur prédéterminée ou plus, la valeur
prédéterminée ou moins et la valeur prédéterminée,
et commande la vitesse du champ magnétique tour-
nant.
6. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de la vitesse
relative comme une fonction de la température de la
machine à induction.
7. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent comme valeur cible une
vitesse relative plus rapide que la vitesse relative en
cours si la charge d’une batterie chargée par la ma-
chine à induction est insuffisante et établissent une
vitesse relative plus lente que la valeur relative en
cours si la charge de la batterie est suffisante.
8. Système générateur pour moteur à combustion in-
terne selon la revendication 2, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
que la puissance générée par la machine à induction
n’est pas inférieure à la puissance consommée par
la charge électrique.
9. Système générateur pour moteur à combustion in-
terne selon la revendication 3, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible selon les
allures du véhicule qui est équipé du système géné-
rateur.
10. Système générateur pour moteur à combustion in-
terne selon la revendication 9, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
que le couple moteur de la machine à induction aug-
mente lorsque le véhicule est en état de freinage.
26
11. Système générateur pour moteur à combustion in-
terne selon la revendication 9, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
5 que le couple moteur de la machine à induction di-
minue lorsque le véhicule est en état d’accélération.
12. Système générateur pour moteur à combustion in-
terne selon la revendication 3, dans lequel, quand
10 le système générateur est en service, lorsque la
charge électrique varie, les moyens de commande
établissent une valeur cible temporaire de sorte que
la charge électrique après sa variation est alimentée
sans provoquer de variation du couple moteur, et
15 commandent la vitesse du champ magnétique tour-
nant en conséquence et, ensuite, établissent une
valeur cible finale de la vitesse relative de sorte que
la charge électrique après sa variation est alimentée
avec un couple moteur différent de celui correspon-
20 dant à la valeur cible temporaire et, ensuite, effec-
tuent progressivement une commande de généra-
tion de puissance, la variation du couple moteur uti-
lisant la valeur cible finale.
25 13. Système générateur pour moteur à combustion in-
terne selon la revendication 12, dans lequel, quand
le système générateur est en service, la valeur cible
finale est dans une gamme où le rendement de gé-
nération de puissance de la machine à induction est
30 maximum.
Revendications pour l’(les) Etat(s) contractant(s)
suivant(s): DE, GB
35
1. Système générateur (1) pour moteur à combustion
interne, comprenant:
une machine à induction qui inclut un rotor (1R)
40 et un stator (1S), ayant chacun un enroulement
polyphasé, le rotor étant mis en rotation par
transmission du mouvement de rotation du mo-
teur à combustion interne qui fonctionne à des
vitesses variables;
45 des moyens de génération de champ magnéti-
que tournant (2a) pour générer électriquement
un champ magnétique tournant dans le rotor; et
des moyens de commande (3) pour commander
la vitesse du champ magnétique tournant dans
50 le rotor,
les moyens de commande (3) étant utilisables
pour établir une valeur cible de la vitesse relative
du champ magnétique tournant par rapport au
stator et pour commander la vitesse du champ
55 magnétique tournant sur la base de la valeur
cible et de la vitesse de rotation du rotor,
dans lequel, quand le système générateur est en
14
 27 EP 0 903 832 B1
service, les moyens de commande établissent la va-
leur cible de sorte que soit la puissance générée par
la machine à induction est dans une gamme prédé-
terminée, soit le couple moteur de la machine à in-
duction est dans une gamme prédéterminée, ou les
deux, et commandent la vitesse du champ magné-
tique tournant selon la vitesse de rotation du rotor.
2. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
que la puissance générée par la machine à induction
est conservée à une quelconque des valeurs prise
parmi une valeur prédéterminée ou plus, la valeur
prédéterminée ou moins et la valeur prédéterminée,
et commandent la vitesse du champ magnétique
tournant.
3. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
que le couple moteur de la machine à induction est
conservé égal à une quelconque des valeurs prise
parmi une valeur prédéterminée ou plus, la valeur
prédéterminée ou moins et la valeur prédéterminée,
et commandent la vitesse du champ magnétique
tournant.
4. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de la vitesse
relative comme une fonction de la température de la
machine à induction.
5. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent comme valeur cible une
vitesse relative plus rapide que la vitesse relative en
cours si la charge d’une batterie chargée par la ma-
chine à induction est insuffisante et établissent une
vitesse relative plus lente que la valeur relative en
cours si la charge de la batterie est suffisante.
6. Système générateur pour moteur à combustion in-
terne selon la revendication 2, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
que la puissance générée par la machine à induction
n’est pas inférieure à la puissance consommée par
la charge électrique.
7. Système générateur pour moteur à combustion in-
terne selon la revendication 1, dans lequel, quand
le système générateur est en service, les moyens
28
de commande établissent la valeur cible selon les
allures du véhicule qui est équipé du système géné-
rateur.
5 8. Système générateur pour moteur à combustion in-
terne selon la revendication 7, dans lequel, quand
le système générateur est en service, les moyens
de commande établissent la valeur cible de sorte
que le couple moteur de la machine à induction aug-
10 mente lorsque le véhicule est en état de freinage.
9. Système générateur pour moteur à combustion in-
terne selon la revendication 7, dans lequel, quand
le système générateur est en service, les moyens
15 de commande établissent la valeur cible de sorte
que le couple moteur de la machine à induction di-
minue lorsque le véhicule est en état d’accélération.
10. Système générateur pour moteur à combustion in-
20 terne selon la revendication 1, dans lequel, quand
le système générateur est en service, lorsque la
charge électrique varie, les moyens de commande
établissent une valeur cible temporaire de sorte que
la charge électrique après sa variation est alimentée
25 sans provoquer de variation du couple moteur, et
commandent la vitesse du champ magnétique tour-
nant en conséquence et, ensuite, établissent une
valeur cible finale de la vitesse relative de sorte que
la charge électrique après sa variation est alimentée
30 avec un couple moteur différent de celui correspon-
dant à la valeur cible temporaire et, ensuite, effec-
tuent progressivement une commande de généra-
tion de puissance, la variation du couple moteur uti-
lisant la valeur cible finale.
35
11. Système générateur pour moteur à combustion in-
terne selon la revendication 10, dans lequel, quand
le système générateur est en service, la valeur cible
finale est dans une gamme où le rendement de gé-
40 nération de puissance de la machine à induction est
maximum.
45
50
55
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18
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20
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21
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