A standby generator includes a standby housing defining a cavity and an internal combustion engine. The engine includes an engine block including a cylinder comprising a piston, an engine housing at least partially covering the engine block, and a crankshaft configured to rotate about a vertical crankshaft axis in response to movement by the piston. The standby generator also includes an alternator configured to generate alternating current electrical power, a controller comprising a rectifier configured to convert the alternating current to a direct current and an inverter configured to convert the direct current to a clean alternating current electrical power, and a transfer switch configured to receive the clean alternating current electrical power from the controller and at least one of grid, solar, or battery power, and configured to supply power to an electrical load. The internal combustion engine, the alternator, and the controller are positioned within the cavity.

The present application discloses a motor controller, a motor control method and a computer program product for vehicle assist control. An assist torque command for a motor device to perform vehicle assist control is generated according to an execution command of a vehicle assist determination unit and a rotor position signal and a rotor speed signal of a motor device. An original position signal of the motor device and the rotor position signal are calculated, and a position ratio calculation is performed to generate a front-order torque command. A torque damping command is generated according to the speed ratio calculation based on the rotor speed signal, and is calculated with the front-order torque command to generate an assist torque command. Thus, position information of the rotor of the motor device can be directly used in the calculation and speed information is at the same time used for an assist calculation, thereby preventing an error and solving the issue of sliding during parking.

An example converter for a switched reluctance (SR) generator includes one or more gate driver circuits that are not only used to synchronously control switches, such as insulated gate bipolar transistors (IGBTs) of the converter, but also used to provide priming function during start-up of the generator. Since, an SR generator does not have to ability to self provide magnetic flux, priming current is provided to coils of the SR generator to initiate a magnetic flux. By using the gate drive circuit to provide the priming current, an additional priming circuit is not required. As a result, the converter design is more streamlined, with reduced complexity, cost, and size. When a bus voltage of the converter is below a threshold level, the one or more gate drive circuits can provide the priming current on the bus to initiate the SR generator.

Provided is a method for controlling an active rectifier connected to a stator of a wind power installation using field-oriented control. The generator comprises a stator having an axis of rotation around which the rotor is mounted. The method includes predefining rotor-fixed d and q coordinates for at least one 3-phase stator current of the generator and determining at least one alternating component for the rotor-fixed d and/or q coordinate depending on a detected amplitude and detected phase position of an electrical power oscillation on the generator and taking account of a rotor position representing a mechanical position of the rotor in relation to the stator. The method includes adding the alternating component for the rotor-fixed d and/or q coordinate to the rotor-fixed d and/or q coordinate to form a modified d and/or q coordinate, and controlling the active rectifier at least depending on the modified d and/or q coordinate.

Systems and apparatuses include an alternator including a stator and a rotor structured to be coupled to a crankshaft of a prime mover, and processing circuits structured to: determine a crankshaft position, associate a crankshaft timestamp with the crankshaft position, determine a stator voltage waveform position, associate a stator voltage waveform timestamp with the stator voltage waveform position, determine a common time base using the crankshaft timestamp and the stator voltage waveform timestamp, determine a rotor position based on the crankshaft position and associated with the common time base, determine a load angle based on the rotor position and the stator voltage waveform position using the common time base, compare the load angle to a stability limit, and transmit a predicted pole slip signal to at least one of the prime mover or the alternator to inhibit a pole slip event when the load angle exceeds the stability limit.

A method for detecting an imminent pole slip of a synchronous generator electrically connected to a power supply network, whereby a signal characteristic of a power fault is detected and an imminent pole slip is determined via a predefinable value when a load angle of the synchronous generator increases, whereby the following steps are performed. Determination of a first load angle during operation without a power fault, determination of a generator frequency as a function of time when a power fault occurs, and precalculation of a second value of a load angle resulting from the power fault by adding the first value of the load angle to a load angle difference occurring during the power fault, whereby this load angle difference is caused by a deviation of a generator frequency relative to a power frequency.

The object of the invention is a method and an apparatus in an electric propulsion arrangement of a sailing vessel, wherein the sailing vessel has a traction device provided with an electric motor and with a propeller mechanism, the electric motor of traction device is arranged to be used, if necessary, in forward drive and reverse drive as well as during sailing as a generator for charging the accumulators of the sailing vessel. The propeller mechanism comprises a propeller hub with blades, a hollow propeller shaft fixed at its first end to the propeller hub, a shaft controlling the pitch angles of the propeller blades, said control shaft rotating inside the propeller shaft, and a servomotor rotating the control shaft. The servomotor is fixed to the second end of the propeller shaft to be rotatable along with the propeller shaft.

The present application discloses a motor controller, a motor control method and a computer program product for vehicle assist control. An assist torque command for a motor device to perform vehicle assist control is generated according to an execution command of a vehicle assist determination unit and a rotor position signal and a rotor speed signal of a motor device. An original position signal of the motor device and the rotor position signal are calculated, and a position ratio calculation is performed to generate a front-order torque command. A torque damping command is generated according to the speed ratio calculation based on the rotor speed signal, and is calculated with the front-order torque command to generate an assist torque command. Thus, position information of the rotor of the motor device can be directly used in the calculation and speed information is at the same time used for an assist calculation, thereby preventing an error and solving the issue of sliding during parking.

A standby generator includes a standby housing defining a cavity and an internal combustion engine. The engine includes an engine block including a cylinder comprising a piston, an engine housing at least partially covering the engine block, and a crankshaft configured to rotate about a vertical crankshaft axis in response to movement by the piston. The standby generator also includes an alternator configured to generate alternating current electrical power, a controller comprising a rectifier configured to convert the alternating current to a direct current and an inverter configured to convert the direct current to a clean alternating current electrical power, and a transfer switch configured to receive the clean alternating current electrical power from the controller and at least one of grid, solar, or battery power, and configured to supply power to an electrical load. The internal combustion engine, the alternator, and the controller are positioned within the cavity.

Provided are a motor rotation angle measurement device and method. The device may comprise: a signal conditioning circuit, configured to receive a three-phase output voltage of a motor and separately generate three square-wave signals; and a processor, configured to generate a six-multiplying frequency pulse whenever jumping of any one of the three square-wave signals, is detected in a rotation period of a motor, generate compensation pulses between the current six-multiplying frequency pulse and a next six-multiplying frequency pulse based on a time interval between the current six-multiplying frequency pulse and a previous six-multiplying frequency pulse and a preset compensation subdivision coefficient k, and accumulate the number of the compensation pulses, wherein the number of the compensation pulses is related to the rotation angle of the motor.