U.S. patent number RE37,743 [Application Number 09/580,967] was granted by the patent office on 2002-06-11 for distributed differential mixing combined power system.
Invention is credited to Tai-Her Yang.
United States Patent |
RE37,743 |
Yang |
June 11, 2002 |
Distributed differential mixing combined power system
Abstract
A drive side power unit, which may include the rotational output
shaft of an internal combustion engine, drives a front section
load, and is also coupled to a differential drive device made up of
an electrical machine and a rear differential gear box. The
electrical machine is coupled, via a transmission gear, to two
differential output shafts and an input shaft, while the two wheel
shafts of the differential gears are respectively coupled with a
transmission middle shaft driven by the drive side rotational power
unit and with the input shaft of the rear differential gear box
through a clutch so as to drive a rear section load. Alternatively,
the three end shaft differential gear system can be replaced by a
planetary gear train and the transmission gear can be replaced by a
friction wheel. A brake installed between the rotor and stator of
the electrical machine can be controlled to generate motor driving
functions when an input current is applied or to generate variable
speed coupling functions through an output current when the
electrical machine is employed as a generator. The engine can be
operated at constant speed or at a partially adjustable speed to
maximize engine efficiency and reduce pollution, with one part of
the differential speed output power generated throughout the
differential mixing drive device being used for driving the load
while the remainder of the power is converted through the generator
function of the electrical machine to charge the battery and
thereby increase energy efficiency.
Inventors: |
Yang; Tai-Her (Si-Hu Town,
Dzan-Hwa, TW) |
Family
ID: |
26981060 |
Appl.
No.: |
09/580,967 |
Filed: |
May 30, 2000 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
Reissue of: |
317633 |
Oct 3, 1994 |
05562566 |
Oct 8, 1996 |
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Current U.S.
Class: |
477/3; 180/65.6;
475/5; 903/910; 903/916; 903/946; 180/65.27; 180/65.28; 180/65.285;
180/65.29; 180/65.25 |
Current CPC
Class: |
B60K
23/08 (20130101); B60K 6/365 (20130101); B60W
20/30 (20130101); B60K 6/445 (20130101); B60K
6/52 (20130101); B60K 6/48 (20130101); B60W
20/00 (20130101); B60W 10/08 (20130101); B60W
10/06 (20130101); B60K 23/0808 (20130101); B60W
10/26 (20130101); B60W 10/02 (20130101); B60W
2510/0638 (20130101); Y02T 10/62 (20130101); B60K
17/356 (20130101); B60L 2240/441 (20130101); B60K
2006/268 (20130101); B60W 2710/0605 (20130101); B60W
2710/0644 (20130101); Y10T 477/23 (20150115) |
Current International
Class: |
B60K
6/04 (20060101); B60K 6/00 (20060101); B60K
23/08 (20060101); B60K 17/356 (20060101); B60K
17/34 (20060101); B60K 001/02 () |
Field of
Search: |
;477/3 ;475/1,5
;180/65.2,65.3,65.4,65.6,65.7 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Wright; Dirk
Attorney, Agent or Firm: Bacon & Thomas
Claims
I claim:
1. A differential mixing combined power distribution system for use
in rotational driving applications,
a rotational output shaft of a rotational power source coupled to
drive a front section load, and also coupled with the input shaft
of a different mixing drive unit to drive a differentially acting
two-sided rear section load,
wherein the differential mixing drive device comprises an
electrical machine combined with a differential gear transmission
system; and
further comprising a brake installed between a rotor and a stator
of the electrical machine, and means for controlling the brake to
generate motor driving functions when an input current is applied
and the electric machine is employed as a motor, or to generate
variable speed coupling functions through an output current when
the electrode machine is employed as a generator, the electric
machine also being used for starting the engine and as a power
regeneration brake when the engine is the main power source for the
front and rear section loads, the electric machine being connected
to charge the battery at which time a speed difference with the
rear load section can be adjusted by controlling the charging
current,
wherein the rotational power source can be driven at a constant
speed and at a partially adjustable speed to improve operating
efficiency and decrease pollution, with one part of the
differential speed output power generated through the differential
mixing drive device being used for driving the load while the
remainder of the output power is converted through the generator
function of the electrical machine of the differential mixing drive
device to charge the battery.
2. A differential mixing combined power distribution system,
comprising:
a drive side rotational power source (P101) having an output which
is first supplied to a front section load and is then transmitted
to an input end of a differential mixing drive device (M101) to
drive a rear section load;
the drive side rotational power source (P101) including a
rotational output shaft (S102) coupled to a middle transmission
device and a control interface (M102) through a clutch (CL102), the
rotational power source further including a speed sensor (SD101) to
transmit the engine rotation signal to a central controller
(CCU101) and a controllable fuel valve (CG101) controlled by the
central controller (CCU101) to carry out the functions of changing
the engine speed and keeping the engine maintained at a constant
speed;
the middle transmission device and control interface (M102)
including a speed change control system for driving the front
section lead only and also for driving both loads;
a middle input shaft (S101) coupled at the output end of the clutch
(CL102);
a brake (B101) controlled by the central controller CCU101 and
installed between the middle shaft (S101) and a fixed casing;
a differential mixing drive device (M101) including an electric
machine (U101) connected to a battery (BT101) and combined with a
differential transmission system coupled with the transmission
middle shaft (S101) and driven by the drive side rotational power
unit, and also coupled with the input shaft of the rear
differential gear box (GB101) through a clutch (CL104) to drive the
rear section lead;
a drive circuit (D101) installed between the electrical machine
(UB101) and the battery (BT101) and arranged to receive operating
commands from the central controller (CCU101) to control the
electrical machine (U101) to at least carry out the functions of
driving the front section lead, starting the engine, and providing
power generation at standstill, the electrical machine (U101) being
driven by the engine at standstill to function as a generator to
charge the battery and supply power to any other loads connected
thereto.
3. A system as claimed in claim 2, wherein the electrical machine
is arranged such that a rotational speed of the rotor is increased
with a decreasing load on the rotor.
4. A system as claimed in claim 2, wherein the electrical machine
is arranged to be controlled by the drive circuit (D101) to provide
additional torque on a driven load.
5. A system as claimed in claim 2, further comprising a brake
(B103) installed between a rotor and stator of the electrical
machine and arranged to be controlled by the central controller
(CCU101) to thereby provide a direct mechanical synchronous
interlock for the rotor and stator of the electrical machine
(U101).
6. A system as claimed in claim 5, further comprising a brake (B
102) located between the differentially acting output shafts of the
differential mixing drive device (M101) and the coupled rear
differential gear box.
7. A system as claimed in claim 6, further comprising a clutch
(CL104) positioned between the brake (B102) and the rear section
load.
8. A system as claimed in claim 5, further comprising a (clutch
CL103) installed between the middle input shaft (S101) and the
front section load to provide a transmission coupling between the
middle transmission device and the front section load.
9. A system as claimed in claim 8, further comprising a braise
(B102) located between the differentially acting output shafts of
the differential mixing drive device (M101) and the coupled rear
differential gear box.
10. A system as claimed in claim 9, further comprising a clutch
(CL104) positioned between the brake (B102) and the rear section
load.
11. A system as claimed in claim 10, wherein the central controller
includes means for causing the system to carry out the following
functions:
controlling the engine fuel valve to drive the engine from low
speed to high speed;
controlling the engine fuel valve and the electrical machine
simultaneously to drive the engine from low speed to high speed and
to charge the battery simultaneously;
changing a speed of the engine by causing the electrical machine to
generate a current for controlling an output shaft torque;
causing the electrical machine to be powered by the battery to
change a rotation direction of the rear section load;
powering the electrical machine by the battery to change a speed or
direction of the front section load;
operating the engine at a preset speed while the electrical machine
is operated as a motor to provide additional power for driving the
rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the rear section load;
operating the electrical machine as a generator to charge the
battery using kinetic energy recovered from the front section
load;
causing all loads to be braked by engine friction damping; and
causing the electrical machine to be driven by the engine to
function as generator for charging the battery and to provide an
electrical output to any additional loads connected thereto.
12. A system as claimed in claim 9, wherein the central controller
includes means for causing the system to carry out the following
functions:
controlling the engine fuel valve to drive the engine from low
speed to high speed;
controlling the engine fuel valve and the electrical machine
simultaneously to drive the engine from low speed to high speed and
to charge the battery simultaneously;
changing a speed of the engine by causing the electrical machine to
generate a current for controlling an output shaft torque;
causing the electrical machine to be powered by the battery to
change a rotation direction of the rear section load;
operating the engine at a preset speed while the electrical machine
is operated as a motor to provide additional power for driving the
rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the rear section load;
causing all loads to be braked by engine friction damping; and
causing the electrical machine to be driven by the engine to
function as generator for charging the battery and to provide an
electrical output to any additional loads connected thereto.
13. The system as in claim 8, wherein the central controller
includes means for causing the system to carry out the following
functions:
controlling the engine fuel valve to drive the engine from low
speed to high speed;
controlling the engine fuel valve and the electrical machine
simultaneously to drive the engine from low speed to high speed and
to charge the battery simultaneously;
changing a speed of the engine by causing the electrical machine to
generate a current for controlling an output shaft torque;
causing the electrical machine to be powered by the battery to
change a rotation direction of the rear section load;
operating the engine at a present speed while the electrical
machine is operated as a motor to provide additional power for
driving the rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the rear section load;
causing all loads to be braked by engine friction damping; and
causing the electrical machine to be driven by the engine to
function as generator for charging the battery and to provide an
electrical output to any additional loads connected thereto.
14. A system as claimed in claim 7, wherein the central controller
includes means for causing the system to carry out the following
functions:
controlling the engine fuel valve to drive the engine from low
speed to high speed;
controlling the engine fuel valve and the electrical machine
simultaneously to drive the engine from low speed to high speed and
to charge the battery simultaneously;
changing a speed of the engine by causing the electrical machine to
generate a current for controlling an output shaft torque;
causing the electrical machine to be powered by the battery to
change a rotation direction of the rear section load;
operating the engine at a preset speed while the electrical machine
is operated as a motor to provide additional power for driving the
rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the front section load;
causing all loads to be braked by engine friction damping; and
causing the electrical machine to be driven by the engine to
function as generator for charging the battery and to provide an
electrical output to any additional loads connected thereto.
15. A system as claimed in claim 7, further including a clutch
(CL105) between the rear section output middle shaft and the middle
transmission device, wherein the central controller includes means
for causing the system to carry out the following functions:
controlling the engine fuel valve to drive the engine from low
speed to high speed;
controlling the engine fuel valve and the electrical machine
simultaneously to drive the engine from low speed to high speed and
to charge the battery simultaneously;
changing a speed of the engine by causing the electrical machine to
generate a current for controlling an output shaft torque;
causing the electrical machine to be powered by the battery to
change a rotation direction of the rear section load;
causing the electrical machine to be powered by the battery to
change a rotation or speed of the front section load;
operating the engine at a preset speed while the electrical machine
is operated as a motor to provide additional power for driving the
rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the front section load;
causing all loads to be braked by engine friction damping;
causing the electrical machine to be driven by the engine to
function as generator for charging the battery and to provide an
electrical output to any additional loads connected thereto;
operating the engine to drive the front section load and
independently operating the electrical machine to drive the rear
section load; and
operating the engine to drive the front section load and causing
the engine to also drive the electrical machine to charge the
battery.
16. A system as claimed in claim 6, further comprising clutch
(CL105) between the rear section output middle shaft and the middle
transmission device, wherein the central controller includes means
for causing the system to carry out the following functions:
controlling the engine fuel valve to drive the engine from low
speed to high speed;
controlling the engine fuel valve and the electrical machine
simultaneously to drive the engine from low speed to high speed and
to charge the battery simultaneously;
changing a speed of the engine by causing the electrical machine to
generate a current for controlling an output shaft torque;
causing the electrical machine to be powered by the battery to
change a rotation direction of the rear section load;
causing the electrical machine to be powered by the battery to
change a rotation or speed of the front section load;
operating the engine at a preset speed while the electrical machine
is operated as a motor to provide additional power for driving the
rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the rear section load;
causing all loads to be braked by engine friction damping;
causing the electrical machine to be driven by the engine to
function as generator for charging the battery and to provide an
electrical output to any additional loads connected thereto;
operating the engine to drive the front section load and
independently operating the electrical machine to drive the rear
section load; and
operating the engine to drive the front section load and causing
the engine to also drive the electrical machine to charge the
battery.
17. A system as claimed in claim 8, further comprising a clutch
(CL105) between the rear section output middle shaft and the middle
transmission device, wherein the central controller includes means
for causing the system to carry out the following functions:
controlling the engine fuel valve to drive the engine from low
speed to high speed;
controlling the engine fuel valve and the electrical machine
simultaneously to drive the engine from low speed to high speed and
to charge the battery simultaneously;
changing a speed of the engine by causing the electrical machine to
generate a current for controlling an output shaft torque;
causing the electrical machine to be powered by the battery to
change a rotation direction of the rear section load;
causing the electrical machine to be powered by the battery to
change a rotation or speed of the front section load;
operating the engine at a preset speed while the electrical machine
is operated as a motor to provide additional power for driving the
rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the rear section load;
causing all loads to be braked by engine friction damping;
causing the electrical machine to be driven by the engine to
function as generator for charging the battery and to provide an
electrical output to any additional loads connected thereto;
operating the engine to drive the front section load and
independently operating the electrical machine to drive the rear
section load; and
operating the engine to drive the front section load and causing
the engine to also drive the electrical machine to charge the
battery.
18. A system as claimed in claim 2, further comprising a clutch
(CL103) installed between the middle input shaft (S101) and the
front section load to provide a transmission coupling between the
middle transmission device and the front section load, and a clutch
(CL105) between the rear section output middle shaft and the middle
transmission device, wherein the central controller includes means
for causing the system to carry out the following functions:
controlling the engine fuel valve to drive the engine from low
speed to high speed;
controlling the engine fuel valve and the electrical machine
simultaneously to drive the engine from low speed to high speed and
to change the battery simultaneously;
changing a speed of the engine by causing the electrical machine to
generate a current for controlling an output shaft torque;
causing the electrical machine to be powered by the battery to
change a rotation direction of the rear section load;
causing the electrical machine to be powered by the battery to
change a rotation or speed of the front section load;
operating the engine at a preset speed while the electrical machine
is operated as a motor to provide additional power for driving the
rear section load;
operating the engine as a generator to charge the battery using
kinetic energy recovered from the rear section load;
causing all loads to be braked by engine friction damping;
causing the electrical machine to be driven by the engine to
function as generator for charging the battery and to provide an
electrical output to any additional loads connected thereto;
operating the engine to drive the front section load and
independently operating the electrical machine to drive the rear
section load; and
operating the engine to drive the front section load and causing
the engine to also drive the electrical machine to charge the
battery.
19. A system as claimed in claim 2, wherein the front and rear
section loads are wheels and relationships between the front and
rear section loads is set not to operate according to the wheel
system ratio relationship, but to operate through a differentially
acting adjustment by the electrical machine (U101).
20. A system as claimed in claim 19, wherein the differentially
acting adjustment of the electrical machine (U101) includes an
active adjustment of the input power when the electrical machine
functions as a motor and a passive adjustment of the output power
when the electrical machine functions as a generator.
21. A system as claimed in claim 2, wherein the front section load
is one of front and rear sets of wheels of a vehicle, and the rear
section load is the other of the front and rear sets of wheels.
22. A system as claimed in claim 2, wherein said transmission gear
system includes two differential output shafts and an input shaft
coupled with the electrical device through a transmission gear, the
two wheel shafts of the differential gears being respectively
coupled with a transmission middle shaft driven by the rotational
power source and with the input shaft of a rear differential gear
box through a clutch to drive the two-side differentially acting
rear section load.
23. A system as claimed in claim 2, wherein said transmission gear
system comprising a planetary gear train and a friction wheel.
Description
SUMMARY OF THE INVENTION
The distributed differential mixing combined power system is used
in driving the traffic machinery such as vehicles, ships, flying
machines or other mechanical structures (or other industrial or
process equipment)in rotational driving applications, wherein it is
chiefly comprised of that the rotational output shaft of the
internal combustion engine (or other rotational power sources) is
not only used to drive the front section load directly or through
the transmission devices such as the transmission gears, belt or
chain or the couplers, but is also coupled with the input shaft of
the differential mixing drive unit to drive the rear section load.
The said differential mixing drive device is comprised of an
electrical machine combined with a three-end shaft differential
wheels transmission system which is embodied in a three-end shaft
differential gears structure, wherein the two differential output
shaft and a input shaft are coupled with the electrical device
through a transmission gear, while the two wheel shafts of the
differential gears are respectively coupled with the transmission
middle shaft drived by the drive side rotational power unit and are
coupled with the input shaft of the rear differential gear box
through a clutch to drive the two side differential acting rear
section load; wherein the above said three-end shaft differential
gears system can be substituted by a planetary gear train and the
transmission gear can be substituted by a friction wheel; further,
a brake is installed between the rotor and the stator of the
electrical machine and the said brake is controlled by the
operating device to generate motor driving functions when the input
current is applied or to generate the variable speed coupling
functions through the output current when it is employed as a
generator, or to be used for starting the engine and the power
regeneration brake which is particularly for case when the engine
is the main transmission power source to charge the battery through
the electrical machine of the differential mixing drive device,
wherein the speed difference with the rear load section can be
adjusted by controlling the charging current. The said engine can
be at a constant speed or at a partially adjustable speed thereby
to maintain at a working speed of higher operating efficiency and
lower pollution and one part of the differential speed output power
generated through the differential mixing drive device is used for
driving the load while the rest part of the power is converted
through the generator function of the electrical machine of the
differential mixing drive device to charge the battery, thereby to
promote the engine efficiency in the variable speed driving at the
low driving speed range, to acquire the charging power to the
battery while reducing the pollution, and to provide the variable
speed coupling. Besides, it can also be used as a driving motor to
generate rotational output to drive the load independently or to
drive the load with the engine together.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a embodying example of the invention
FIG. 2 is the first application system of FIG. 1
FIG. 3 is the second application system of FIG. 1
FIG. 4 is the third application system of FIG. 1
FIG. 5 is the fourth application system of FIG. 1
FIG. 6 is the fifth application system of FIG. 1
FIG. 7 is the sixth application system of FIG. 1
FIG. 8 is the seventh application system of FIG. 1
DETAILED DESCRIPTION OF THE INVENTION
In recent years, the energy and noise pollution issues are becoming
more and more serious, and a better solution to alleviate the
problems is to use the electrical power driven carriers. However,
the R&D of the electrical power driven carriers up to now is
limited by the capacity of the batteries to achieve a larger moving
range, while to increase the battery volume or the quantities will
correspondingly increase the self-weight of the carrier resulting
in consuming more electrical energy and does not meet the economic
requirements. Therefore, before there us a big breakthrough in
solving the battery technical problems, the more practical driving
method is to use the combined driving structure designs, wherein
the developed ones include:
(A) Series Combined Power design: This design is the most typical
structure for the electrical driven vehicle, wherein the generator
is driven by the engine to generate electricity and charge the
battery, then the battery provides electricity to the driven motor
to drive the vehicle. As the energy is converted several times, the
overall efficiency of this design is low, such as the GM HX3 of
General Motors.
(B) Synchronized Power on common shaft design: It is by directly
series combining the engine power output shaft and the rotating
shaft of the driven motor, thereby to generate driving and speed
controlling functions, such as the West Germany sedan VW CHICO
For the case of the engine or the motor described in (B), only one
of them can be selected for output transmission and the combination
of their power output is not available.
The disclosed distributed differential mixing combined power system
of the invention is characterized that the output power from the
output shaft of the engine (or other rotational power source) is
not only used to drive the front section load, but is also combined
with a differential mixing drive device to drive the rear section
load, wherein the electrical machine of the said differential
mixing drive device is constituted by an AC or DC, brushed or
brushless electric machine combined with the three-end shaft
differential wheels transmission system which is embodied in a
three-end shaft differential gears structure, wherein the two
differential output shaft and a input shaft are coupled with the
electrical device through a transmission gear, while the two wheel
shafts of the differential gears are respectively coupled with the
transmission middle shaft drived by the drive side rotational power
unit and are coupled with the input shaft of the rear differential
gear box through a clutch to drive the two side differential acting
rear section load; wherein the above said three-end shaft
differential gears system can be substituted by a planetary gear
train and the transmission gear can be substituted by a friction
wheel; further, a brake is installed between the rotor and the
stator of the electrical machine and the said brake is controlled
by the operating device to generate motor functions when the input
current is applied or to generate the generator output functions
pulled by the external force. This design can add up the power and
speed of the engine output to the rear load section and the output
generated by the electrical machine itself while the adding process
is not affected by the speed relationship between the two; and in
general, it has a smaller system volume and saves the cost and
space. The said electrical machine can be controlled by the
operating device to generate motor driving functions when the input
current is applied to drive the front section load or the rear
section load, or to drive them simultaneously, or to start the
engine, or to provide the generator output due to the rotation
speed difference between the engine rotational power input and the
driven load and to provide the differential adjusting function for
the controllable speed change through the coupling torque generated
by the output current, or to be used as the power regeneration
brake which is particularly for case when the engine is the
main-transmission power source to charge the battery through the
speed difference between the two differential shafts of the
three-end shaft differential gears system in the differential
mixing drive device structure, wherein the speed difference with
the rear load section can be adjusted by controlling the charging
current. The said engine can be at a constant speed or at a
partially adjustable speed thereby to maintain at a working speed
of higher operating efficiency and lower pollution and one part of
the differential speed output power generated through the
differential mixing drive device is used for driving the load while
the rest part of the power is converted through the generator
function of the electromagnetic coupling device to charge the
battery, thereby to promote the engine efficiency in the variable
speed driving at the low driving speed range, to acquire the
charging power to the battery while reducing the pollution, and to
provide the variable speed coupling. Besides, it can also be used
as a driving motor to generate rotational output to drive the load
independently or to drive the load with the engine together.
The invention is illustrated according to the embodying examples
shown in the enclosed drawings as follows:
FIG. 1 is the embodying example of the distributed differential
mixing combined power system, which is characterized in:
A drive side rotational power source P101, wherein its output is
first supplied to control the front section load and is then
transmitted to the input end of the differential mixing drive
device M101 to drive the rear section load.
A differential mixing drive device M101, wherein the transmission
methods of its output end and its rear end include the direct
transmission to another load (or through a transmission component
to another load), or transmission to the differential acting load
through the rear differential wheels train (such as the vehicle
side rear wheels),and it is mainly comprised of the following:
A drive side rotational power unit P101: It is an internal engine
or other power source, wherein the rotational output shaft S102 is
coupled to the middle transmission device and the control interface
M102 through the clutch CL102, and the said internal engine is
further installed with a speed sensor SD101 to transmit the engine
rotation signal to the central controller CCU101, wherein the
controllable fuel valve CG101 is controlled by the said central
controller CCU101 to change the engine speed or to keep the engine
maintained at a constant speed;
A middle transmission device and a control interface M102 which is
comprised of the automatic or manual speed change control system in
the conventional front wheel drived system to drive the front
section load only or to drive the whole loads; the clutch CL103 is
installed between the middle input shaft S101 and the front section
load to provide the transmission coupling or to cut off the
transmission relationship between the middle transmission device
and the front wheels, and the said clutch CL103 can also be
substituted by the neutral shift or co-installed with the neutral
shift when the shift interface is at the neutral shift status. The
said middle shaft S101 is coupled at the output end of the clutch
CL102 is either directly rear extended or through a transmission
device to render the rotation speeds between the middle shaft S101
and the output presented in a constant speed ratio or a
non-constant speed ratio (it is similar to the rear extended rear
wheel transmission shaft in the four wheel drive). A brake B101
controlled by the central controller CCU101 is further installed
between the middle shaft S101 and the fixed casing;
A direct driven front section load W101: It is comprised of one or
more than one drive wheels with driven resistance of the load;
A differential mixing drive device M101: It is comprised of an
electric machine U101 combined with the three-end shaft
differential wheels transmission system which is embodied in a
three-end shaft differential gears structure, wherein the two
differential output shaft and a input shaft are coupled with the
electrical device U101 through a transmission gear, while the two
wheel shafts of the differential gears are respectively coupled
with the transmission middle shaft S101 drived by the drive side
rotational power unit and are coupled with the input shaft of the
rear differential gear box GB101 through a clutch CL104 to drive
the two side differential acting rear section load W102; wherein
the above said three-end shaft differential gears system can be
substituted by a planetary gear train and the transmission gear can
be substituted by a friction wheel.
An electrical machine U101: Wherein between its rotor and its
stator, a brake B103 is installed to be controlled by the central
controller CCU101 to make a direct mechanical synchronous interlock
on the rotor and stator of the electrical machine U101, wherein the
above said electrical machine U101 is comprised of an AC or DC,
brushed or brushless electrical machine structure, and is
particularly suitable to be constituted by a series excited or
auxiliary compound excited electrical machine with the electrical
characteristic of rotational speed increased corresponding to the
decreasing load, or an AC or DC brush or brushless machine able to
perform current control (including constant current control)
through the operating control of the drive circuit D101 to help
provide the additional torque on the driven load;
A drive circuit device D101 which is installed between the
electrical machine U101 and the battery BT101, wherein it receives
the operating commands from the central controller CCU101 to
control the electrical machine U101 functioned as a generator to
charge the battery or supply power to the other load or to provide
a current controllable generation output;
A central controller CCU101 which follows the commands from the
operator and the operating status of the drive side rotational
power unit P101 to generate the corresponding control commands to
the drive circuit device D101;
A brake B102 can be installed as needed between the casing and the
jointing side of the clutch CL104 which is located between the
differential acting output shaft of the differential mixing drive
device M101 and the coupled rear differential gear box, thereby to
drive the front section load or to start the engine, or to provide
power generation at standstill, wherein the electrical machine U101
is driven by the engine to function as a generator to charge the
battery or supply power to the other loads. For the case of AC
power generation output functions, the said U101 is selected to
employee the electrical machine with AC power generating functions
comprised of a permanent magnet or winding excited, varied
frequency driven field type electrical device, or a brushed
alternator type electrical device, wherein its armature winding is
commonly installed the conducting rings for AC output and the
commutators for DC input/output, whereby the AC output can be a
varied frequency output or a constant frequency output through the
engine constant speed control;
The afore said direct driven load and the distributed differential
load are comprised of one or more than one rotational power
sources, or one or more than one direct driven load, or one or more
than one differential mixing drive device M101 and its driven load
groups in sequential series combinations of an enlarged type
compound series combined structure.
Functions of the embodying example shown in FIG. 1 as is delineated
in Table 1 as follows:
F1-A F1-B F1-C F1-D: They are the various system operations when
the engine drives the load at low speed output;
F2 and F3: They are the system operations when the electrical
machine U101 is powered by the battery to drive the load as a
motor;
F4-A and F4-B: They are the system operations when the electrical
machine U101 is powered by the battery to be operated as a motor
and is driving the load with the engine together, thereby to have
large power output through the output power addition;
F5, F6 and F7: They are the system operations when the electrical
machine U101 is operated as a generator driven by the feedback
mechanical energy of the load to charge the battery or to function
as a brake by utilizing the friction damping of the engine
itself;
F8: It is the system operation when the electrical machine U101 is
driven by the engine to operated as a generator to charge the
battery: This function can be further included with a charging
timing control to stop automatically at a preset time. For the case
of AC power generation output functions, the said U101 is selected
to employee the electrical machine with AC power generating
functions comprised of a permanent magnet or winding excited,
varied frequency driven field type electrical device, or a brushed
alternator type electrical device, wherein its armature winding is
commonly installed the conducting rings for AC output and the
commutators for DC input/output, whereby the AC output can be a
varied frequency output or a constant frequency output through the
engine constant speed control;
F9: The electrical machine U101 is operated as a motor and is
powered by the battery to start the engine;
F10: The neutral sliding is that all the system clutches and brakes
are at "OFF" state to provide low loss sliding operation;
The above system operating functions are described as follows:
F1-A: The engine fuel valve is controlled to drive the engine from
low speed to high speed which is comprised of the following:
The internal engine is the drive side rotational power source which
is controlled by the engine fuel valve to drive the rear section
load, wherein the clutches CL102 and CL104 are at ON state while
the CL103 is at OFF state and the brakes B101 and B102 are at OFF
state while the B103 is at the ON state.
The internal engine is the drive side rotational power source which
is controlled by the engine fuel valve to drive the front and rear
section loads, wherein the clutches CL102, CL103 and CL104 are all
at ON state and the brakes B101 and B102 are at OFF state, while
the brake B103 is at the ON state;
The internal engine is the drive side rotational power source which
is controlled by the engine fuel valve to drive the front section
load, wherein the clutches CL102 and CL103 are at ON state while
the CL104 are at OFF state and the brakes B101, B102, B103 are all
at the OFF state;
F1-B: The engine fuel valve and the electrical machine U101 is
controlled simultaneously to drive the engine from low speed to
high speed and to charge the battery simultaneously, which is
comprised of the following:
The internal engine is the drive side rotational power source which
is controlled by the engine fuel valve on the engine speed change
and to operate the electrical machine U101 is a generator to charge
the battery and to drive the rear section load, wherein the clutch
CL103 is at OFF state while the CL102 and CL104 are at ON state and
the brakes B101, B102 and B103 are all at OFF state;
The internal engine is the drive side rotational power source which
is controlled by the engine fuel valve on the engine speed change
and to operate the electrical machine U101 as a generator to charge
the battery and to drive the front and rear section loads together
with the engine, wherein the clutches CL102, CL103 and CL104 are at
ON state and the brakes B101, B102 and B103 are all at OFF
state;
The internal engine is the drive side rotational power source which
is controlled by the engine fuel valve on the engine speed change
and to drive the front section load as well as to operate the
electrical machine U101 as a generator to charge the battery at the
same time, wherein the clutch CL104 is at OFF state while the CL102
and CL103 are at ON state; Further, the brakes B101 and B103 are
OFF while the B102 is at ON state;
F1-C: The engine is speed controlled or operated at a constant
speed, wherein the battery charging current from the electrical
machine U101 is controlled to change the output power to the load
and it is comprised of the following:
The internal engine is the drive side rotational power source,
wherein the engine is controlled by the engine fuel valve and the
speed feedback signal to operate at constant speed as well as to
operate the electrical machine U101 to charge the battery, thereby
to adjust the coupling torque to drive the rear section load,
wherein the clutches CL103 is at OFF state while the CL102 and
CL104 are at ON state and the brakes B101, B102 and B103 are at OFF
state;
The internal engine is the drive side rotational power source,
wherein the engine speed is controlled by the engine fuel valve and
the speed feedback signal to drive the front section load as well
as to operate the electrical machine U101 to charge the battery,
thereby to adjust the coupling torque to drive the rear section
load, wherein the clutches the CL102, CL103 an CL104 are at ON
state and the brakes B101, B102 and B103 are at OFF state;
F1-D: The electrical machine U101 generates short cut current to
control the output-shaft torque, thereby to change the engine speed
and is comprised of the following:
The internal engine is the drive side rotational power source,
wherein the engine fuel valve and the speed feedback signal are
utilized to control the engine speed and simultaneously to operate
the electrical machine U101 as a generator and control on the
generated short cut circuit current to change its coupled torque,
thereby to change the transmission power to the front and rear
section loads, wherein the clutch CL103 is at OFF state, while the
CL102 and CL104 are at ON state and the brake B101, B102 and B103
are at OFF state;
The internal engine is the drive side rotational power source,
wherein the engine fuel valve and the speed feedback signal are
utilized to control the engine speed and simultaneously to operate
the electrical machine U101 as a generator and control on the
generated short cut circuit current to charge its coupled torque,
thereby to change the transmission power to the front and rear
section loads, wherein the CL102, CL103 and CL104 are at ON state
and the brakes B101 and B102 are at OFF state;
F2: The electrical machine U101 is powered by the battery to change
the speed or the rotation direction of the rear section load, which
is comprised of the following:
The electrical machine U101 is powered by the battery to drive the
rear section load: At this time, the said electrical machine U101
is operated as a motor and the brake B101 is at ON state while the
brake B102 and B103 are at OFF state. The clutch CL102 and the
clutch CL103 for controlling the front section load are at OFF
state, and the CL104 is at ON state;
F3: The electrical machine U101 is powered by the battery to change
the speed or the rotation direction of the front section load,
which is comprised of the following:
The electrical machine U101 is powered by the battery to drive the
front section load: At this time, the electrical machine U101 is
operated as a motor while the brake B102 is at the ON state and the
B101 and B103 are at OFF state, the clutches CL102 and CL104 are at
OFF state, and the CL103 is at ON state;
F4-A: The engine is operated at a preset speed while the electrical
machine U101 is operated as a motor to provide added power output
to drive the rear section load, which is comprised of the
following:
The internal engine is the drive side rotational power source,
wherein the engine is operated at a varied or constant speed and
the electrical machine U101 is powered by the battery at the same
time, thereby to provide the added power output to drive the rear
section load simultaneously. At this time, the clutch CL103 is at
OFF state while the CL102 and CL104 are at ON state and the brakes
B101, B102 and B103 are all at OFF state;
F4-B: The engine is operated at a preset speed while the electrical
machine U101 is operated as a motor to provide added power output
to drive the front and rear section loads, which is comprised of
the following:
The internal engine is the drive side rotational power source,
wherein the engine is operated at a variant or constant speed and
the electrical machine U101 is powered by the battery at the same
time, thereby to provide the added power output to drive the front
and rear section loads simultaneously. At this time, the CL102,
CL103 and CL104 are at ON state and the brake B101, B102 and B103
are at OFF state;
F5: The electrical machine U101 is operated as a generator to
charge the battery using the recovered rear section kinetic energy,
which is comprised of the following:
The engine speed is reduced or the fuel valve is closed and the
electrical machine U101 is operated as a generator to covert the
rotational mechanical energy of the rear section load into the
electric power to charge the battery, or to consume the electric
power by the other loads, thereby to obtain the friction damping
and together with the engine piston friction damping to constitute
the braking friction damping, wherein the brakes B101, B102 and
B103 are at OFF state, the clutch CL103 is at OFF state, the CL102
and CL104 are at ON state, and the engine can be stopped or slowly
operated;
The electrical machine U101 is operated as a generator to covert
the rotational mechanical energy of the rear section load into the
electric power to charge the battery, or to consume the electric
power by the other loads, thereby to obtain the friction damping,
wherein the brake B101 is at ON state while the B102 and B103 are
at OFF state, and the clutches CL102 and CL103 are at OFF state,
and the engine can be stopped or operated at a slower speed than
the sliding speed, and when the CL104 is at ON state, the engine
can be at operating or stop;
F6: The electrical machine U101 is operated as a generator to
charge the battery using the recovered front section kinetic
energy, which is comprised of the following:
The engine speed is reduced or the fuel valve is closed and the
electrical machine U101 is operated as a generator to covert the
rotational mechanical energy of the front section load into the
electric power to charge the battery, or to consume the electric
power by the other loads, thereby to obtain the friction damping
and together with the engine piston friction damping to constitute
the braking friction damping, wherein the brakes B101 and B103 are
at OFF state, while the B102 is at ON state, and the clutch CL104
is at OFF state, while the CL102 and CL103 are at ON state, and the
engine can be stopped or slowly operated;
The electrical machine U101 is operated as a generator to covert
the rotational mechanical energy of the front section load into the
electric power to charge the battery, or to consume the electric
power by the other loads, thereby to obtain the friction damping,
wherein the brake B102 is at ON state, and the B101 and B103 are at
OFF state, the clutches CL102 and CL104 are at OFF state, while the
CL103 is at ON state and the engine can be stopped or operated at a
slower speed than the sliding speed, and when the CL102 is at OFF
state, the engine can be at operating state or stopped;
F7: All the loads are braked by the engine friction damping, which
is comprised of the following:
The engine speed is reduced or the fuel valve is closed and the
generator is operated to covert the rotational mechanical energy of
the front and rear section loads into the friction damping and
together with the engine piston friction damping to constitute the
braking friction damping, wherein the brake B101, B102 and B103 are
at OFF state, the clutches the CL102, CL103 and CL104 are at ON
state, and the engine can be stopped or slowly operated;
F8: The system is self charged, which is comprised of the
following:
The electrical machine U101 is drived by the drive side rotational
power source to be operated as a generator to charge the battery or
supply power to the other loads. At this time when the engine is
started, the brakes B101 and B103 are at OFF state, while the B102
is at ON state, and the clutches CL103 and CL104 are at OFF state,
while the CL102 is at ON state; and the timer can be further
utilized to preset the engine charging time or control the charging
capacity for automatic stop. For the case of AC power output
function, the said U101 is selected to employee the electrical
machine with AC power generating functions comprised of a permanent
magnet or winding excited, varied frequency driven field type
electrical device, or a brushed alternator type electrical device,
wherein its armature winding is commonly installed the conducting
rings for AC output and the commutators for DC input/output,
wherein the AC output can be provided at a varied frequency or a
constant frequency through the engine constant speed control;
F9: The electrical machine U101 is operated as a motor to start the
engine, which is comprised of the following:
The electrical machine U101 is used to start the drive side engine:
At this time, the brake B102 is at ON state, while the B101 and
B103 is at OFF state, and the front section operating interface
M102 and the front section coupled clutches CL103 and CL104 are at
OFF state, while the Clutch CL102 is at ON state;
F10: Neutral slide: It is the slide function of the system when no
power output and brake are activated, which is comprised of the
following:
The engine can be at operating state or stopped, the brake B101,
B102 and B103 are at OFF state, the clutches CL102, CL103 and CL104
are all at OFF state.
The embodying example of the distributed differential mixing
combined power system in FIG. 1 are comprised of the following
variations in the practical applications:
FIG. 2 is the first application system of FIG. 1: It discloses the
application example of eliminating the clutch CL104, and the system
functions are delineated in Table 2.
FIG. 3 is the second application system of FIG. 1: It discloses the
application example of eliminating the clutch CL104 and the brake
B102, and the system functions are delineated in Table 3.
FIG. 4 is the third application system of FIG. 1: It discloses the
application example of eliminating the B102, B103 and CL104, and
the system functions are delineated in Table 4.
FIG. 5 is the fourth application system of FIG. 1: It discloses the
application example of further installing the clutch CL105 between
rear section output middle shaft and middle transmission device
while the clutch CL103 for controlling the front section load is
reserved (or the said clutch is replaced by the speed change shift
of the middle transmission device), and the system functions are
delineated in Table 5, wherein besides of the functions delineated
in Table 1, the additional functions are described as follows:
F11: The engine is used to drive the front section load, and the
electrical machine U101 is powered by the battery to drive the rear
section load, and both are independently operated to drive the
respective loads, wherein the brake B101 is at ON state, while the
B102 and B103 are at OFF state, and the clutch CL105 is at OFF
state, while the CL102, CL103 and CL104 are at ON state;
F12: The engine is used to drive the front section load and the
electrical machine U101 is pulled to be operated as a generator to
charge the battery, wherein the brake B101 is at ON state, while
the B102 and B103 are at OFF state, and the clutch CL105 is at OFF
state, while the CL102, CL103 and CL104 are at ON state.
FIG. 6 is the fifth application system of FIG. 1: It discloses the
application example of further installing the clutch CL105 between
the rear section output middle shaft and the middle transmission
device and eliminating the clutch CL104, and the system functions
are delineated in Table 6.
FIG. 7 is the sixth application system of FIG. 1: It discloses the
application example of further installing the clutch CL105 between
the rear section output middle shaft and the middle transmission
device and eliminating the clutch CL104 and brake B102, and the
system functions are delineated in Table 7.
FIG. 8 is the seventh application system of FIG. 1: It discloses
the application example of further installing the clutch CL105 and
eliminating the clutch CL104 and brakes B102 and B103, and the
system functions are delineated in Table 8.
The above described application examples are for reference only,
wherein the practical applications can be achieved by rendering the
front and the rear section loads constituted in a distributed
differential mixing structure of the combined driving
characteristics on the loads according to the performance
requirements without changing the design of this invention to
select the corresponding operating and control components.
For the case when the system of the embodying examples in FIG.
1.about.8 are applied on the carriers, the angle displacement
relationships between the front and rear section loads and the
drive power source resulted from the transmission ratio and the
wheel outside diameter differences include: The angle displacement
speed of the two loads and the drive side rotational power source
are operated according to the wheel system ratio relationships, or
the angle displacement relationship between the two loads and their
operations with the drive side rotational power source are not
according to the wheel system ratio (such as slipping on the road
surface), particularly, the relationships between the angle
displacement of the rear section load and the drive side power
source or between the front and rear section loads can be specially
set not to operate according to the wheel system ratio
relationship, but to operate through the differential acting
adjustment by the electrical machine U101;
The differential acting adjustment of the electrical machine U101
includes the active adjustment through input power to function as a
motor or the passive adjustment through functioning as a generator
to output power;
In the carrier driving applications of the afore said front section
load and the rear section load, the front section load can be the
front wheel or the rear wheel, the rear section-load can be the
matched front wheel or rear wheel structure with the afore said
definition;
The distributed differential mixing combined power system has
numerous operating functions in the section differential driving
characteristic structure, therefore in the practical applications,
it can be embodied to be comprised of all the functions or part of
the functions.
As summarized from the above descriptions, the distributed
differential mixing combined power system can be applied at
vehicles, boats or utilized as other fixed combined driving power.
The afore said embodying examples disclose the various application
modes of the distributed differential mixing combined power system
of the invention and in practical applications, the peripheral
components for the output functions can be selected according to
needs, thereby to flexibly select the required system.
TABLE 1 COMPONENTS FUNCTIONS B101 P101 CL102 F1-A The engine fuel
valve is controlled to drive the engine from OFF 0-MAX ON low speed
to high speed F1-B The engine fuel valve and the U101 is controlled
simultaneously OFF 0-MAX ON to drive the engine from low speed to
high speed and to charge the battery simultaneously F1-C The engine
is speed controlled or operated at a constant speed, OFF *0-MAX ON
wherein the battery charging current from the U101 is OR controlled
to change the output power to the load; CONSTANT SPEED **0-MAX F1-D
The engine is speed controlled or operated at a constant OFF *0-MAX
OR ON speed, wherein the U101 generates short cut current to
control CONSTANT SPEED the output shaft torque, thereby to change
the engine speed **0-MAX F2 The U101 is powered by the battery to
change the speed or the ON STOP OFF rotation direction of the rear
section load F4-A The engine is operated at a preset speed while
the U101 is OFF 0-MAX OR ON operated as a motor to provide added
power output to drive the CONSTANT SPEED rear section load F4-B The
engine is operated at a preset speed while the U101 is OFF 0-MAX ON
operated as a motor to provide added power output to drive the
CONSTANT SPEED front and rear section loads F5 The U101 is operated
as a generator to charge the battery using *OFF *SLOW OR STOP *ON
the recovered rear section kinetic energy **ON **STOP-MAX **OFF F6
The U101 is operated as a generator to charge the battery using OFF
*SLOW OR STOP *ON the recovered front section kinetic energy
**STOP-MAX **OFF F7 All the loads are braked by the engine friction
damping OFF SLOW OR STOP ON F8 The system is self charged (It can
be stopped at a preset time OFF 0-MAX OR ON or controlled by the
capacity) through that the U101 is drived CONSTANT SPEED by the
engine to be operated as a generator to charge the battery or to
provide varied or constant frequency AC genera- tion output F9 The
U101 is operated as a motor to start the engine OFF STOP TO START
ON F10 Neutral Slide OFF STOP OR 0-MAX OFF COMPONENTS G/M FUNCTIONS
CL103 (U101) BT101 REMARK F1-A The engine fuel valve is controlled
to drive the engine from *OFF *READY *READY *Drive the low speed to
high speed **ON **READY **READY rear section ***ON ***READY
***READY load F1-B The engine fuel valve and the U101 is controlled
simultaneously *OFF GEN- CHARGE **Drive to drive the engine from
low speed to high speed and to charge **ON the front the battery
simultaneously ***ON and rear F1-C The engine is speed controlled
or operated at a constant speed, *OFF GEN- DIS- section wherein the
battery charging current from the U101 is **ON CHARGE loads
controlled to change the output power to the load; simulta- neously
***Drive F1-D The engine is speed controlled or operated at a
constant *OFF GEN- READY the front speed, wherein the U101
generates short cut current to control **ON section the output
shaft torque, thereby to change the engine speed load F2 The U101
is powered by the battery to change the speed or the OFF MOTOR DIS-
rotation direction of the rear section load CHARGE F4-A The engine
is operated at a preset speed while the U101 is OFF MOTOR DIS-
operated as a motor to provide added power output to drive the
CHARGE rear section load F4-B The engine is operated at a preset
speed while the U101 is ON MOTOR DIS- operated as a motor to
provide added power output to drive the CHARGE front and rear
section loads F5 The U101 is operated as a generator to charge the
battery using OFF GEN- CHARGE *The the recovered rear section
kinetic energy engine F6 The U101 is operated as a generator to
charge the battery using ON GEN- CHARGE piston the recovered front
section kinetic energy friction damping is activated simulta-
neously **Re- covery of the kinetic energy F7 All the loads are
braked by the engine friction damping ON READY READY F8 The system
is self charged (It can be stopped at a preset time OFF GEN- CHARGE
The or controlled by the capacity) through that the U101 is drived
operation by the engine to be operated as a generator to charge the
is limited battery or to provide varied or constant frequency AC
genera- to when the tion output the engine F9 The U101 is operated
as a motor to start the engine OFF MOTOR DIS- is stopped CHARGE and
the rear load brake is locked. F10 Neutral Slide OFF READY READY
Notes: 1) CHARGE current of F1-B is load following distributed 2)
The U101 is an electrical machine 3) BT101 is the battery 4) GEN-
is a generator 5) For the case of engine, the P101 is the drive
side rotational power source which is employed to drive the front
section load and is series combined with the U101 to drive the rear
section load 6) For the case of AC power output function in F8, the
said U101 is selected to employee the electrical machine with AC
power generating functions comprised of a permanent magnet or
winding excited, varied frequency driven field type electrical
device, or a brushed alternator type electrical device, wherein its
armature winding is commonly installed the conducting rings for AC
output and the commutators for DC input/output.
TABLE 2 COMPONENTS FUNCTIONS B101 B102 P101 B103 CL102 F1-A The
engine fuel valve is controlled to drive the engine from OFF *OFF
0-MAX *ON ON low speed to high speed **OFF **ON ***OFF ***OFF F1-B
The engine fuel valve and the U101 is controlled simultaneously OFF
*OFF 0-MAX *OFF ON to drive the engine from low speed to high speed
and to charge **OFF the battery simultaneously ***ON F1-C The
engine is speed controlled or operated at a constant speed, OFF OFF
*0-MAX OFF ON wherein the battery charging current from the U101 is
OR controlled to change the output power to the load; CONSTANT
SPEED **0-MAX F1-D The engine is speed controlled or operated at a
constant OFF OFF *0-MAX OR OFF ON speed, wherein the U101 generates
short cut current to control CONSTANT SPEED the output shaft
torque, thereby to change the engine speed **0-MAX F2 The U101 is
powered by the battery to change the speed or the ON OFF STOP OFF
OFF rotation direction of the rear section load F4-A The engine is
operated at a preset speed while the U101 is OFF OFF 0-MAX OR OFF
ON operated as a motor to provide added power output to drive the
CONSTANT SPEED rear section load F4-B The engine is operated at a
preset speed while the U101 is OFF OFF 0-MAX OFF ON operated as a
motor to provide added power output to drive the front and rear
section loads F5 The U101 is operated as a generator to charge the
battery using *OFF OFF *SLOW OR STOP OFF *ON the recovered rear
section kinetic energy **ON **STOP-MAX **OFF F7 All the loads are
braked by the engine friction damping OFF OFF SLOW OR STOP OFF ON
F8 The system is self charged (It can be stopped at a preset time
OFF ON 0-MAX OR OFF ON or controlled by the capacity) through that
the U101 is dried CONSTANT SPEED by the engine to be operated as a
generator to charge the battery or to provide varied or constant
frequency AC genera- tion output F9 The U101 is operated as a motor
to start the engine OFF ON STOP TO START OFF ON F10 Neutral Slide
OFF OFF STOP OR 0-MAX OFF OFF COMPONENTS G/M FUNCTIONS CL103 (U101)
BT101 REMARK F1-A The engine fuel valve is controlled to drive the
engine from *OFF *READY *READY *Drive the low speed to high speed
**ON **READY **READY rear section ***ON ***READY ***READY load F1-B
The engine fuel valve and the U101 is controlled simultaneously
*OFF GEN- CHARGE **Drive to drive the engine from low speed to high
speed and to charge **ON the front the battery simultaneously ***ON
and rear F1-C The engine is speed controlled or operated at a
constant speed, *OFF GEN- DIS- section wherein the battery charging
current from the U101 is **ON CHARGE loads controlled to change the
output power to the load; simulta- neously ***Drive F1-D The engine
is speed controlled or operated at a constant *OFF GEN- READY the
front speed, wherein the U101 generates short cut current to
control **ON section the output shaft torque, thereby to change the
engine speed load F2 The U101 is powered by the battery to change
the speed or the OFF MOTOR DIS- rotation direction of the rear
section load CHARGE F4-A The engine is operated at a preset speed
while the U101 is OFF MOTOR DIS- operated as a motor to provide
added power output to drive the CHARGE rear section load F4-B The
engine is operated at a preset speed while the U101 is ON MOTOR
DIS- operated as a motor to provide added power output to drive the
CHARGE front and rear section loads F5 The U101 is operated as a
generator to charge the battery using OFF GEN- CHARGE *The the
recovered rear section kinetic energy engine piston friction
damping is activated simulta- neously **Re- covery of the kinetic
energy F7 All the loads are braked by the engine friction damping
ON READY READY F8 The system is self charged (It can be stopped at
a preset time OFF GEN- CHARGE The or controlled by the capacity)
through that the U101 is dried operation by the engine to be
operated as a generator to charge the is limited battery or to
provide varied or constant frequency AC genera- to when the tion
output engine is stopped. F9 The U101 is operated as a motor to
start the engine OFF MOTOR DIS- CHARGE F10 Neutral Slide OFF READY
READY Notes: 1) CHARGE current of F1-B is load following
distributed 2) The U101 is an electrical machine 3) BT101 is the
battery 4) GEN- is a generator 5) For the case of engine, the P101
is the drive side rotational power source which is employed to
drive the front section load and is series combined with the U101
to drive the rear section load 6) For the case of AC power output
function in F8, the said U101 is selected to employee the
electrical machine with AC power generating functions comprised of
a permanent magnet or winding excited, varied frequency driven
field type electrical device, or a brushed alternator type
electrical device, wherein its armature winding is commonly
installed the conducting rings for AC output and the commutators
for DC input/output.
TABLE 3 COMPONENTS FUNCTIONS B101 P101 B103 CL102 F1-A The engine
fuel valve is controlled to drive the engine from OFF 0-MAX *ON ON
low speed to high speed **ON ***OFF F1-B The engine fuel valve and
the U101 is controlled simultaneously OFF 0-MAX *OFF ON to drive
the engine from low speed to high speed and to charge the battery
simultaneously F1-C The engine is speed controlled or operated at a
constant speed, OFF *0-MAX OFF ON wherein the battery charging
current from the U101 is OR controlled to change the output power
to the load; CONSTANT SPEED **0-MAX F1-D The engine is speed
controlled or operated at a constant OFF *0-MAX OR OFF ON speed,
wherein the U101 generates short cut current to control CONSTANT
SPEED the output shaft torque, thereby to change the engine speed
**0-MAX F2 The U101 is powered by the battery to change the speed
or the ON STOP OFF OFF rotation direction of the rear section load
F4-A The engine is operated at a preset speed while the U101 is OFF
0-MAX OR OFF ON operated as a motor to provide added power output
to drive the CONSTANT SPEED rear section load F4-B The engine is
operated at a preset speed while the U101 is OFF 0-MAX OFF ON
operated as a motor to provide added power output to drive the
front and rear section loads F5 The U101 is operated as a generator
to charge the battery using *OFF *SLOW OR STOP OFF *ON the
recovered rear section kinetic energy **ON **STOP-MAX **OFF F7 All
the loads are braked by the engine friction damping OFF SLOW OR
STOP OFF ON F8 The system is self charged (It can be stopped at a
preset time OFF 0-MAX OR OFF ON or controlled by the capacity)
through that the U101 is drived CONSTANT SPEED by the engine to be
operated as a generator to charge the battery or to provide varied
or constant frequency AC genera- tion output F9 The U101 is
operated as a motor to start the engine OFF STOP TO START OFF ON
F10 Neutral Slide OFF STOP OR 0-MAX OFF OFF COMPONENTS G/M
FUNCTIONS CL103 (U101) BT101 REMARK F1-A The engine fuel valve is
controlled to drive the engine from *OFF *READY *READY *Drive the
low speed to high speed **ON **READY **READY rear section ***ON
***READY ***READY load F1-B The engine fuel valve and the U101 is
controlled simultaneously *OFF GEN- CHARGE **Drive to drive the
engine from low speed to high speed and to charge **ON the front
the battery simultaneously ***ON and rear F1-C The engine is speed
controlled or operated at a constant speed, *OFF GEN- DIS- section
wherein the battery charging current from the U101 is **ON CHARGE
loads controlled to change the output power to the load; simulta-
neously ***Drive F1-D The engine is speed controlled or operated at
a constant *OFF GEN- READY the front speed, wherein the U101
generates short cut current to control **ON section the output
shaft torque, thereby to change the engine speed load F2 The U101
is powered by the battery to change the speed or the OFF MOTOR DIS-
rotation direction of the rear section load CHARGE F4-A The engine
is operated at a preset speed while the U101 is OFF MOTOR DIS-
operated as a motor to provide added power output to drive the
CHARGE rear section load F4-B The engine is operated at a preset
speed while the U101 is ON MOTOR DIS- operated as a motor to
provide added power output to drive the CHARGE front and rear
section loads F5 The U101 is operated as a generator to charge the
battery using OFF GEN- CHARGE *The the recovered rear section
kinetic energy engine piston friction damping is activated simulta-
neously **Re- covery of the kinetic energy F7 All the loads are
braked by the engine friction damping ON READY READY F8 The system
is self charged (It can be stopped at a preset time OFF GEN- CHARGE
The or controlled by the capacity) through that the U101 is drived
operation by the engine to be operated as a generator to charge the
is limited battery or to provide varied or constant frequency AC
genera- to when the tion output engine is F9 The U101 is operated
as a motor to start the engine OFF MOTOR DIS- stopped CHARGE and
the rear load brake is locked. F10 Neutral Slide OFF READY READY
Notes: 1) CHARGE current of F1-B is load following distributed 2)
The U101 is an electrical machine 3) BT101 is the battery 4) GEN-
is a generator 5) For the case of engine, the P101 is the drive
side rotational power source which is employed to drive the front
section load and is series combined with the U101 to drive the rear
section load 6) For the case of AC power output function in F8, the
said U101 is selected to employee the electrical machine with AC
power generating functions comprised of a permanent magnet or
winding excited, varied frequency driven field type electrical
device, or a brushed alternator type electrical device, wherein its
armature winding is commonly installed the conducting rings for AC
output and the commutators for DC input/output.
TABLE 4 COMPONENTS FUNCTIONS B101 P101 CL102 F1-A The engine fuel
valve is controlled to drive the engine from OFF 0-MAX ON low speed
to high speed F1-B The engine fuel valve and the U101 is controlled
simultaneously OFF 0-MAX ON to drive the engine from low speed to
high speed and to charge the battery simultaneously F1-C The engine
is speed controlled or operated at a constant speed, OFF *0-MAX ON
wherein the battery charging current from the U101 is OR controlled
to change the output power to the load; CONSTANT SPEED **0-MAX F1-D
The engine is speed controlled or operated at a constant OFF *0-MAX
OR ON speed, wherein the U101 generates short cut current to
control CONSTANT SPEED the output shaft torque, thereby to change
the engine speed **0-MAX F2 The U101 is powered by the battery to
change the speed or the ON STOP OFF rotation direction of the rear
section load F4-A The engine is operated at a preset speed while
the U101 is OFF 0-MAX OR ON operated as a motor to provide added
power output to drive the CONSTANT SPEED rear section load F4-B The
engine is operated at a preset speed while the U101 is OFF 0-MAX ON
operated as a motor to provide added power output to drive the
CONSTANT SPEED front and rear section loads F5 The U101 is operated
as a generator to charge the battery using *OFF *SLOW OR STOP *ON
the recovered rear section kinetic energy **ON **STOP-MAX **OFF F6
The U101 is operated as a generator to charge the battery using OFF
*SLOW OR STOP *ON the recovered front section kinetic energy
**STOP-MAX **OFF F7 All the loads are braked by the engine friction
damping OFF SLOW OR STOP ON F8 The system is self charged (It can
be stopped at a preset time OFF 0-MAX OR ON or controlled by the
capacity) through that the U101 is drived CONSTANT SPEED by the
engine to be operated as a generator to charge the battery or to
provide varied or constant frequency AC genera- tion output F9 The
U101 is operated as a motor to start the engine OFF STOP TO START
ON F10 Neutral Slide OFF STOP OR 0-MAX OFF COMPONENTS G/M FUNCTIONS
CL103 CL104 (U101) BT101 REMARK F1-A The engine fuel valve is
controlled to drive the engine from *OFF *ON *READY *READY *Drive
the low speed to high speed **ON **ON **READY **READY rear section
***ON ***OFF ***READY ***READY load F1-B The engine fuel valve and
the U101 is controlled simultaneously *OFF *ON GEN- CHARGE **Drive
to drive the engine from low speed to high speed and to charge **ON
**ON the front the battery simultaneously ***ON **OFF and rear F1-C
The engine is speed controlled or operated at a constant speed,
*OFF ON GEN- DIS- section wherein the battery charging current from
the U101 is **ON CHARGE loads controlled to change the output power
to the load; simulta- neously ***Drive F1-D The engine is speed
controlled or operated at a constant *OFF ON GEN- READY the front
speed, wherein the U101 generates short cut current to control **ON
section the output shaft torque, thereby to change the engine speed
load F2 The U101 is powered by the battery to change the speed or
the OFF ON MOTOR DIS- rotation direction of the rear section load
CHARGE F4-A The engine is operated at a preset speed while the U101
is OFF ON MOTOR DIS- operated as a motor to provide added power
output to drive the CHARGE rear section load F4-B The engine is
operated at a preset speed while the U101 is ON ON MOTOR DIS-
operated as a motor to provide added power output to drive the
CHARGE front and rear section loads F5 The U101 is operated as a
generator to charge the battery using OFF ON GEN- CHARGE *The the
recovered rear section kinetic energy engine F6 The U101 is
operated as a generator to charge the battery using ON OFF GEN-
CHARGE piston the recovered front section kinetic energy friction
damping is activated simulta- neously **Re- covery of the kinetic
energy F7 All the loads are braked by the engine friction damping
ON ON READY READY F8 The system is self charged (It can be stopped
at a preset time OFF OFF GEN- CHARGE or controlled by the capacity)
through that the U101 is drived by the engine to be operated as a
generator to charge the battery or to provide varied or constant
frequency AC genera- tion output F9 The U101 is operated as a motor
to start the engine OFF OFF MOTOR DIS- CHARGE F10 Neutral Slide OFF
OFF READY READY Notes: 1) CHARGE current of F1-B is load following
distributed 2) The U101 is an electrical machine 3) BT101 is the
battery 4) GEN- is a generator 5) For the case of engine, the P101
is the drive side rotational power source which is employed to
drive the front section load and is series combined with the U101
to drive the rear section load 6) For the case of AC power output
function in F8, the said U101 is selected to employee the
electrical machine with AC power generating functions comprised of
a permanent magnet or winding excited, varied frequency driven
field type electrical device, or a brushed alternator type
electrical device, wherein its armature winding is commonly
installed the conducting rings for AC output and the commutators
for DC input/output.
TABLE 5 COMPONENTS FUNCTIONS B101 B102 P101 F1-A The engine fuel
valve is controlled to drive the engine from OFF *OFF 0-MAX low
speed to high speed **OFF ***OFF F1-B The engine fuel valve and the
U101 is controlled simultaneously OFF *OFF 0-MAX to drive the
engine from low speed to high speed and to charge **OFF the battery
simultaneously ***OFF F1-C The engine is speed controlled or
operated at a constant speed, OFF OFF *0-MAX wherein the battery
charging current from the U101 is OR controlled to change the
output power to the load; CONSTANT SPEED **0-MAX F1-D The engine is
speed controlled or operated at a constant OFF OFF *0-MAX OR speed,
wherein the U101 generates short cut current to control CONSTANT
SPEED the output shaft torque, thereby to change the engine speed
**0-MAX F2 The U101 is powered by the battery to change the speed
or the ON OFF STOP rotation direction of the rear section load F3
The U101 is powered by the battery to change the speed or the OFF
ON STOP rotation direction of the front section load F4-A The
engine is operated at a preset speed while the U101 is OFF OFF
0-MAX OR operated as a motor to provide added power output to drive
the CONSTANT SPEED rear section load F4-B The engine is operated at
a preset speed while the U101 is OFF OFF 0-MAX operated as a motor
to provide added power output to drive the front and rear section
loads F5 The U101 is operated as a generator to charge the battery
using *OFF OFF *SLOW OR STOP the recovered rear section kinetic
energy **ON **STOP-MAX F6 The U101 is operated as a generator to
charge the battery using OFF ON *SLOW OR STOP the recovered front
section kinetic energy **STOP-MAX F7 All the loads are braked by
the engine friction damping OFF OFF SLOW OR STOP F8 The system is
self charged (It can be stopped at a preset time OFF ON 0-MAX OR or
controlled by the capacity) through that the U101 is drived
CONSTANT SPEED by the engine to be operated as a generator to
charge the battery or to provide varied or constant frequency AC
genera- tion output F9 The U101 is operated as a motor to start the
engine OFF ON STOP TO START F10 Neutral Slide OFF OFF STOP OR 0-MAX
F11 The engine is used to drive the front section load, and the
U101 ON OFF 0-MAX is used to drive the rear section load, and both
are independently operated F12 The engine is used to drive the
front section load and the U101 ON OFF 0-MAX is pulled to be
operated as a generator to charge the battery. COMPONENTS FUNCTION
CL101 CL102 CL103 CL104 CL105 F1-A The engine fuel valve is
controlled to drive the engine from *ON ON *OFF *ON *ON low speed
to high speed **ON **ON **ON **ON ***OFF ***ON ***OFF ***OFF F1-B
The engine fuel valve and the U101 is controlled simultaneously
*OFF ON *OFF *ON *ON to drive the engine from low speed to high
speed and to charge **ON **ON **ON the battery simultaneously ***ON
***OFF ***OFF F1-C The engine is speed controlled or operated at a
constant speed, OFF ON *OFF ON ON wherein the battery charging
current from the U101 is **ON controlled to change the output power
to the load; F1-D The engine is speed controlled or operated at a
constant OFF ON *OFF ON ON speed, wherein the U101 generates short
cut current to control **ON the output shaft torque, thereby to
change the engine speed F2 The U101 is powered by the battery to
change the speed or the OFF OFF OFF ON ON rotation direction of the
rear section load F3 The U101 is powered by the battery to change
the speed or the OFF OFF ON OFF OFF rotation direction of the front
section load F4-A The engine is operated at a preset speed while
the U101 is OFF ON OFF ON ON operated as a motor to provide added
power output to drive the rear section load F4-B The engine is
operated at a preset speed while the U101 is OFF ON ON ON ON
operated as a motor to provide added power output to drive the
front and rear section loads F5 The U101 is operated as a generator
to charge the battery using OFF *ON OFF ON ON the recovered rear
section kinetic energy **OFF F6 The U101 is operated as a generator
to charge the battery using OFF *ON ON OFF OFF the recovered front
section kinetic energy **OFF F7 All the loads are braked by the
engine friction damping OFF ON ON ON ON F8 The system is self
charged (It can be stopped at a preset time OFF ON OFF OFF OFF or
controlled by the capacity) through that the U101 is drived by the
engine to be operated as a generator to charge the battery or to
provide varied or constant frequency AC genera- tion output F9 The
U101 is operated as a motor to start the engine OFF ON OFF OFF OFF
F10 Neutral Slide OFF OFF OFF OFF OFF F11 The engine is used to
drive the front section load, and the U101 OFF ON ON ON OFF is used
to drive the rear section load, and both are independently operated
F12 The engine is used to drive the front section load and the U101
OFF ON ON ON OFF is pulled to be operated as a generator to charge
the battery. COMPONENTS G/M FUNCTIONS (U101) BT101 REMARK F1-A The
engine fuel valve is controlled to drive the engine from *READY
*READY *Drive the low speed to high speed **READY **READY rear
section ***READY ***READY load F1-B The engine fuel valve and the
U101 is controlled simultaneously GEN- CHARGE **Drive to drive the
engine from low speed to high speed and to charge the front the
battery simultaneously and rear F1-C The engine is speed controlled
or operated at a constant speed, GEN- DIS- section wherein the
battery charging current from the U101 is CHARGE loads controlled
to change the output power to the load; simulta- neously ***Drive
F1-D The engine is speed controlled or operated at a constant GEN-
READY the front speed, wherein the U101 generates short cut current
to control section the output shaft torque, thereby to change the
engine speed load F2 The U101 is powered by the battery to change
the speed or the MOTOR DIS- rotation direction of the rear section
load CHARGE F3 The U101 is powered by the battery to change the
speed or the MOTOR DIS- rotation direction of the front section
load CHARGE F4-A The engine is operated at a preset speed while the
U101 is MOTOR DIS- operated as a motor to provide added power
output to drive the CHARGE rear section load F4-B The engine is
operated at a preset speed while the U101 is MOTOR DIS- operated as
a motor to provide added power output to drive the CHARGE front and
rear section loads F5 The U101 is operated as a generator to charge
the battery using GEN- CHARGE *The the recovered rear section
kinetic energy engine F6 The U101 is operated as a generator to
charge the battery using GEN- CHARGE piston the recovered front
section kinetic energy friction damping is activated simulta-
neously **Re- covery of the kinetic energy F7 All the loads are
braked by the engine friction damping READY READY F8 The system is
self charged (It can be stopped at a preset time GEN- CHARGE or
controlled by the capacity) through that the U101 is drived by the
engine to be operated as a generator to charge the battery or to
provide varied or constant frequency AC genera- tion output F9 The
U101 is operated as a motor to start the engine MOTOR DIS- CHARGE
F10 Neutral Slide READY READY F11 The engine is used to drive the
front section load, and the U101 MOTOR DIS- is used to drive the
rear section load, and both are CHARGE independently operated F12
The engine is used to drive the front section load and the U101
GEN- CHARGE is pulled to be operated as a generator to charge the
battery. Notes: 1) CHARGE current of F1-B is load following
distributed 2) The U101 is an electrical machine 3) BT101 is the
battery 4) GEN- is a generator 5) For the case of engine, the P101
is the drive side rotational power source which is employed to
drive the front section load and is series combined with the U101
to drive the rear section load 6) For the case of AC power output
function in F8, the said U101 is selected to employee the
electrical machine with AC power generating functions comprised of
a permanent magnet or winding excited, varied frequency driven
field type electrical device, or a brushed alternator type
electrical device, wherein its armature winding is commonly
installed the conducting rings for AC output and the commutators
for DC input/output.
TABLE 6 COMPONENTS FUNCTIONS B101 B102 P101 F1-A The engine fuel
valve is controlled to drive the engine from OFF *OFF 0-MAX low
speed to high speed **OFF ***OFF F1-B The engine fuel valve and the
U101 is controlled simultaneously OFF *OFF 0-MAX to drive the
engine from low speed to high speed and to charge **OFF the battery
simultaneously ***ON F1-C The engine is speed controlled or
operated at a constant speed, OFF OFF *0-MAX wherein the battery
charging current from the U101 is OR controlled to change the
output power to the load; CONSTANT SPEED **0-MAX F1-D The engine is
speed controlled or operated at a constant OFF OFF *0-MAX OR speed,
wherein the U101 generates short cut current to control CONSTANT
SPEED the output shaft torque, thereby to change the engine speed
**0-MAX F2 The U101 is powered by the battery to change the speed
or the ON OFF STOP rotation direction of the rear section load F4-A
The engine is operated at a preset speed while the U101 is OFF OFF
0-MAX OR operated as a motor to provide added power output to drive
the CONSTANT SPEED rear section load F4-B The engine is operated at
a preset speed while the U101 is OFF OFF 0-MAX operated as a motor
to provide added power output to drive the front and rear section
loads F5 The U101 is operated as a generator to charge the battery
using *OFF OFF *SLOW OR STOP the recovered rear section kinetic
energy **ON **STOP-MAX F7 All the loads are braked by the engine
friction damping OFF OFF SLOW OR STOP F8 The system is self charged
(It can be stopped at a preset time OFF ON 0-MAX OR or controlled
by the capacity) through that the U101 is drived CONSTANT SPEED by
the engine to be operated as a generator to charge the battery or
to provide varied or constant frequency AC genera- tion output F9
The U101 is operated as a motor to start the engine OFF ON STOP TO
START F10 Neutral Slide OFF OFF STOP OR 0-MAX F11 The engine is
used to drive the front section load, and the U101 ON OFF 0-MAX is
used to drive the rear section load, and both are independently
operated F12 The engine is used to drive the front section load and
the U101 ON OFF 0-MAX is pulled to be operated as a generator to
charge the battery. COMPONENTS FUNCTION B103 CL102 CL103 CL105 F1-A
The engine fuel valve is controlled to drive the engine from *ON ON
*OFF *ON low speed to high speed **ON **ON **ON ***OFF ***ON ***OFF
F1-B The engine fuel valve and the U101 is controlled
simultaneously *OFF ON *OFF *ON to drive the engine from low speed
to high speed and to charge **ON **ON the battery simultaneously
***ON ***OFF F1-C The engine is speed controlled or operated at a
constant speed, OFF ON *OFF ON wherein the battery charging current
from the U101 is **ON controlled to change the output power to the
load; F1-D The engine is speed controlled or operated at a constant
OFF ON *OFF ON speed, wherein the U101 generates short cut current
to control **ON the output shaft torque, thereby to change the
engine speed F2 The U101 is powered by the battery to change the
speed or the OFF OFF OFF OFF rotation direction of the rear section
load F4-A The engine is operated at a preset speed while the U101
is OFF ON OFF ON operated as a motor to provide added power output
to drive the rear section load F4-B The engine is operated at a
preset speed while the U101 is OFF ON ON ON operated as a motor to
provide added power output to drive the front and rear section
loads F5 The U101 is operated as a generator to charge the battery
using OFF *ON OFF *ON the recovered rear section kinetic energy
**OFF **OFF F7 All the loads are braked by the engine friction
damping OFF ON ON ON F8 The system is self charged (It can be
stopped at a preset time OFF ON OFF ON or controlled by the
capacity) through that the U101 is drived by the engine to be
operated as a generator to charge the battery or to provide varied
or constant frequency AC genera- tion output F9 The U101 is
operated as a motor to start the engine OFF ON OFF ON F10 Neutral
Slide OFF OFF OFF OFF F11 The engine is used to drive the front
section load, and the U101 OFF ON ON OFF is used to drive the rear
section load, and both are independently operated F12 The engine is
used to drive the front section load and the U101 OFF ON ON OFF is
pulled to be operated as a generator to charge the battery.
COMPONENTS G/M FUNCTIONS (U101) BT101 REMARK F1-A The engine fuel
valve is controlled to drive the engine from *READY *READY *Drive
the low speed to high speed **READY **READY rear section ***READY
***READY load F1-B The engine fuel valve and the U101 is controlled
simultaneously GEN- CHARGE **Drive to drive the engine from low
speed to high speed and to charge the front the battery
simultaneously and rear F1-C The engine is speed controlled or
operated at a constant speed, GEN- DIS- section wherein the battery
charging current from the U101 is CHARGE loads controlled to change
the output power to the load; simulta- neously ***Drive F1-D The
engine is speed controlled or operated at a constant GEN- READY the
front speed, wherein the U101 generates short cut current to
control section the output shaft torque, thereby to change the
engine speed load F2 The U101 is powered by the battery to change
the speed or the MOTOR DIS- rotation direction of the rear section
load CHARGE F4-A The engine is operated at a preset speed while the
U101 is MOTOR DIS- operated as a motor to provide added power
output to drive the CHARGE rear section load F4-B The engine is
operated at a preset speed while the U101 is MOTOR DIS- operated as
a motor to provide added power output to drive the CHARGE front and
rear section loads F5 The U101 is operated as a generator to charge
the battery using GEN- CHARGE *The the recovered rear section
kinetic energy engine piston friction damping is activated simulta-
neously **Re- covery of the kinetic energy F7 All the loads are
braked by the engine friction damping READY READY F8 The system is
self charged (It can be stopped at a preset time GEN- CHARGE The or
controlled by the capacity) through that the U101 is drived
operation by the engine to be operated as a generator to charge the
is limited battery or to provide varied or constant frequency AC
genera- to when the tion output engine is F9 The U101 is operated
as a motor to start the engine MOTOR DIS- stopped CHARGE F10
Neutral Slide READY READY F11 The engine is used to drive the front
section load, and the U101 MOTOR DIS- is used to drive the rear
section load, and both are CHARGE independently operated F12 The
engine is used to drive the front section load and the U101 GEN-
CHARGE is pulled to be operated as a generator to charge the
battery. Notes: 1) CHARGE current of F1-B is load following
distributed 2) The U101 is an electrical machine 3) BT101 is the
battery 4) GEN- is a generator 5) For the case of engine, the P101
is the drive side rotational power source which is employed to
drive the front section load and is series combined with the U101
to drive the rear section load 6) For the case of AC power output
function in F8, the said U101 is selected to employee the
electrical machine with AC power generating functions comprised of
a permanent magnet or winding excited, varied frequency driven
field type electrical device, or a brushed alternator type
electrical device, wherein its armature winding is commonly
installed the conducting rings for AC output and the commutators
for DC input/output.
TABLE 7 COMPONENTS FUNCTIONS B101 P101 B103 F1-A The engine fuel
valve is controlled to drive the engine from OFF 0-MAX *ON low
speed to high speed **ON ***OFF F1-B The engine fuel valve and the
U101 is controlled simultaneously OFF 0-MAX *OFF to drive the
engine from low speed to high speed and to charge the battery
simultaneously F1-C The engine is speed controlled or operated at a
constant speed, OFF *0-MAX OFF wherein the battery charging current
from the U101 is OR controlled to change the output power to the
load; CONSTANT SPEED **0-MAX F1-D The engine is speed controlled or
operated at a constant OFF *0-MAX OR OFF speed, wherein the U101
generates short cut current to control CONSTANT SPEED the output
shaft torque, thereby to change the engine speed **0-MAX F2 The
U101 is powered by the battery to change the speed or the ON STOP
OFF rotation direction of the rear section load F4-A The engine is
operated at a preset speed while the U101 is OFF 0-MAX OR OFF
operated as a motor to provide added power output to drive the
CONSTANT SPEED rear section load F4-B The engine is operated at a
preset speed while the U101 is OFF 0-MAX OFF operated as a motor to
provide added power output to drive the front and rear section
loads F5 The U101 is operated as a generator to charge the battery
using *OFF *SLOW OR STOP OFF the recovered rear section kinetic
energy **ON **STOP-MAX F7 All the loads are braked by the engine
friction damping OFF SLOW OR STOP OFF F8 The system is self charged
(It can be stopped at a preset time OFF 0-MAX OR OFF or controlled
by the capacity) through that the U101 is drived CONSTANT SPEED by
the engine to be operated as a generator to charge the battery or
to provide varied or constant frequency AC genera- tion output F9
The U101 is operated as a motor to start the engine OFF STOP TO
START OFF F10 Neutral Slide OFF STOP OR 0-MAX OFF F11 The engine is
used to drive the front section load, and the U101 ON 0-MAX OFF is
used to drive the rear section load, and both are independently
operated F12 The engine is used to drive the front section load and
the U101 ON 0-MAX OFF is pulled to be operated as a generator to
charge the battery. COMPONENTS FUNCTION CL102 CL103 CL105 F1-A The
engine fuel valve is controlled to drive the engine from ON *OFF
*ON low speed to high speed **ON **ON ***ON ***OFF F1-B The engine
fuel valve and the U101 is controlled simultaneously ON *OFF *ON to
drive the engine from low speed to high speed and to charge **ON
**ON the battery simultaneously ***ON ***OFF F1-C The engine is
speed controlled or operated at a constant speed, ON *OFF ON
wherein the battery charging current from the U101 is **ON
controlled to change the output power to the load; F1-D The engine
is speed controlled or operated at a constant ON *OFF ON speed,
wherein the U101 generates short cut current to control **ON the
output shaft torque, thereby to change the engine speed F2 The U101
is powered by the battery to change the speed or the OFF OFF OFF
rotation direction of the rear section load F4-A The engine is
operated at a preset speed while the U101 is ON OFF ON operated as
a motor to provide added power output to drive the rear section
load F4-B The engine is operated at a preset speed while the U101
is ON ON ON operated as a motor to provide added power output to
drive the front and rear section loads F5 The U101 is operated as a
generator to charge the battery using *ON OFF *ON the recovered
rear section kinetic energy **OFF **OFF F7 All the loads are braked
by the engine friction damping ON ON ON F8 The system is self
charged (It can be stopped at a preset time ON OFF ON or controlled
by the capacity) through that the U101 is drived by the engine to
be operated as a generator to charge the battery or to provide
varied or constant frequency AC genera- tion output F9 The U101 is
operated as a motor to start the engine ON OFF ON F10 Neutral Slide
OFF OFF OFF F11 The engine is used to drive the front section load,
and the U101 ON ON OFF is used to drive the rear section load, and
both are independently operated F12 The engine is used to drive the
front section load and the U101 ON ON OFF is pulled to be operated
as a generator to charge the battery. COMPONENTS G/M FUNCTIONS
(U101) BT101 REMARK F1-A The engine fuel valve is controlled to
drive the engine from *READY *READY *Drive the low speed to high
speed **READY **READY rear section ***READY ***READY load F1-B The
engine fuel valve and the U101 is controlled simultaneously GEN-
CHARGE **Drive to drive the engine from low speed to high speed and
to charge the front the battery simultaneously and rear F1-C The
engine is speed controlled or operated at a constant speed, GEN-
DIS- section wherein the battery charging current from the U101 is
CHARGE loads controlled to change the output power to the load;
simulta- neously ***Drive F1-D The engine is speed controlled or
operated at a constant GEN- READY the front speed, wherein the U101
generates short cut current to control section the output shaft
torque, thereby to change the engine speed load F2 The U101 is
powered by the battery to change the speed or the MOTOR DIS-
rotation direction of the rear section load CHARGE F4-A The engine
is operated at a preset speed while the U101 is MOTOR DIS- operated
as a motor to provide added power output to drive the CHARGE rear
section load F4-B The engine is operated at a preset speed while
the U101 is MOTOR DIS- operated as a motor to provide added power
output to drive the CHARGE front and rear section loads F5 The U101
is operated as a generator to charge the battery using GEN- CHARGE
*The the recovered rear section kinetic energy engine piston
friction damping is activated simulta- neously **Re- covery of the
kinetic energy F7 All the loads are braked by the engine friction
damping READY READY F8 The system is self charged (It can be
stopped at a preset time GEN- CHARGE The or controlled by the
capacity) through that the U101 is drived operation by the engine
to be operated as a generator to charge the is limited battery or
to provide varied or constant frequency AC genera- to when the tion
output engine is F9 The U101 is operated as a motor to start the
engine MOTOR DIS- stopped CHARGE and the rear load brake is locked.
F10 Neutral Slide READY READY F11 The engine is used to drive the
front section load, and the U101 MOTOR DIS- is used to drive the
rear section load, and both are CHARGE independently operated F12
The engine is used to drive the front section load and the U101
GEN- CHARGE is pulled to be operated as a generator to charge the
battery. Notes: 1) CHARGE current of F1-B is load following
distributed 2) The U101 is an electrical machine 3) BT101 is the
battery 4) GEN- is a generator 5) For the case of engine, the P101
is the drive side rotational power source which is employed to
drive the front section load and is series combined with the U101
to drive the rear section load 6) For the case of AC power output
function in F8, the said U101 is selected to employee the
electrical machine with AC power generating functions comprised of
a permanent magnet or winding excited, varied frequency driven
field type electrical device, or a brushed alternator type
electrical device, wherein its armature winding is commonly
installed the conducting rings for AC output and the commutators
for DC input/output.
TABLE 8 COMPONENTS FUNCTIONS B101 P101 C102 CL103 F1-A The engine
fuel valve is controlled to drive the engine from OFF 0-MAX ON *OFF
low speed to high speed **ON ***ON F1-B The engine fuel valve and
the U101 is controlled simultaneously OFF 0-MAX ON *OFF to drive
the engine from low speed to high speed and to charge **ON the
battery simultaneously ***ON F1-C The engine is speed controlled or
operated at a constant speed, OFF *0-MAX ON *OFF wherein the
battery charging current from the U101 is OR **ON controlled to
change the output power to the load; CONSTANT SPEED **0-MAX F1-D
The engine is speed controlled or operated at a constant OFF *0-MAX
OR ON *OFF speed, wherein the U101 generates short cut current to
control CONSTANT SPEED **ON the output shaft torque, thereby to
change the engine speed **0-MAX F2 The U101 is powered by the
battery to change the speed or the ON STOP OFF OFF rotation
direction of the rear section load F4-A The engine is operated at a
preset speed while the U101 is OFF 0-MAX OR ON OFF operated as a
motor to provide added power output to drive the CONSTANT SPEED
rear section load F4-B The engine is operated at a preset speed
while the U101 is OFF 0-MAX ON ON operated as a motor to provide
added power output to drive the front and rear section loads F5 The
U101 is operated as a generator to charge the battery using *OFF
*SLOW OR STOP *ON OFF the recovered rear section kinetic energy
**ON **STOP-MAX **OFF F7 All the loads are braked by the engine
friction damping OFF SLOW OR STOP ON ON F8 The system is self
charged (It can be stopped at a preset time OFF 0-MAX OR ON OFF or
controlled by the capacity) through that the U101 is dried CONSTANT
SPEED by the engine to be operated as a generator to charge the
battery or to provide varied or constant frequency AC genera- tion
output F9 The U101 is operated as a motor to start the engine OFF
STOP TO START ON OFF F10 Neutral Slide OFF STOP OR 0-MAX OFF OFF
F11 The engine is used to drive the front section load, and the
U101 ON 0-MAX ON ON is used to drive the rear section load, and
both are independently operated F12 The engine is used to drive the
front section load and the U101 ON 0-MAX ON ON is pulled to be
operated as a generator to charge the battery. COMPONENTS G/M
FUNCTIONS CL105 (U101) BT101 REMARK F1-A The engine fuel valve is
controlled to drive the engine from *OFF *READY *READY *Drive the
low speed to high speed **ON **READY **READY rear section ***OFF
***READY ***READY load F1-B The engine fuel valve and the U101 is
controlled simultaneously *ON GEN- CHARGE **Drive to drive the
engine from low speed to high speed and to charge **ON the front
the battery simultaneously ***OFF and rear F1-C The engine is speed
controlled or operated at a constant speed, ON GEN- DIS- section
wherein the battery charging current from the U101 is CHARGE loads
controlled to change the output power to the load; simulta- neously
***Drive F1-D The engine is speed controlled or operated at a
constant ON GEN- READY the front speed, wherein the U101 generates
short cut current to control section the output shaft torque,
thereby to change the engine speed load F2 The U101 is powered by
the battery to change the speed or the OFF MOTOR DIS- rotation
direction of the rear section load CHARGE F4-A The engine is
operated at a preset speed while the U101 is ON MOTOR DIS- operated
as a motor to provide added power output to drive the CHARGE rear
section load F4-B The engine is operated at a preset speed while
the U101 is ON MOTOR DIS- operated as a motor to provide added
power output to drive the CHARGE front and rear section loads F5
The U101 is operated as a generator to charge the battery using *ON
GEN- CHARGE *The the recovered rear section kinetic energy **OFF
engine piston friction damping is activated simulta- neously **Re-
covery of the kinetic energy F7 All the loads are braked by the
engine friction damping ON READY READY F8 The system is self
charged (It can be stopped at a preset time ON GEN- CHARGE The or
controlled by the capacity) through that the U101 is drived
operation by the engine to be operated as a generator to charge the
is limited battery or to provide varied or constant frequency AC
genera- to when the tion output engine is stopped F9 The U101 is
operated as a motor to start the engine ON MOTOR DIS- and the
CHARGE rear load brake is locked. F10 Neutral Slide OFF READY READY
F11 The engine is used to drive the front section load, and the
U101 OFF MOTOR DIS- is used to drive the rear section load, and
both are CHARGE independently operated F12 The engine is used to
drive the front section load and the U101 OFF GEN- CHARGE is pulled
to be operated as a generator to charge the battery. Notes: 1)
CHARGE current of F1-B is load following distributed 2) The U101 is
an electrical machine 3) BT101 is the battery 4) GEN- is a
generator 5) For the case of engine, the P101 is the drive side
rotational power source which is employed to drive the front
section load and is series combined with the U101 to drive the rear
section load 6) For the case of AC power output function in F8, the
said U101 is selected to employee the electrical machine with AC
power generating functions comprised of a permanent magnet or
winding excited, varied frequency driven field type electrical
device, or a brushed alternator type electrical device, wherein its
armature winding is commonly installed the conducting rings for AC
output and the commutators for DC input/output.
* * * * *