Posted by News on August 31, 2009, 3:22 am
> constant low rev, of which they produce more torque. But there will need
> to
> be gearings to the alternator to up its speed. More sound insulation is
> needed and anti-vibration dampers as well.
Problem is that you are thinking an alternator has to be
running at high rev.
<<<<<
I am not and never said that. If need be it is more flexible and smooth and
not agricultural.
Posted by harry on August 31, 2009, 8:28 pm
> > constant low rev, of which they produce more torque. But there will need to
> > be gearings to the alternator to up its speed. More sound insulation is
> > needed and anti-vibration dampers as well.
> Problem is that you are thinking an alternator has to be
> running at high rev. Calls for different design, with more
> pole faces crossed per revolution.
> Check out the alternators used for low speed turbines.
> Large diameter, low speed, no gearing.
More poles won't help. It needs more ampere turns/stronger magnetic
flux. That is, a higher field current or more turns of wire. Or a
stronger permanent magnet if that's what it has.
They are a bigger diameter because if it has more amps, it has
thicker wire. If it has more turns it has thicker and longer wire.
More poles just increases the frequency.
Posted by daestrom on August 31, 2009, 10:58 pm
harry wrote:
>>
>>> constant low rev, of which they produce more torque. But there will need to
>>> be gearings to the alternator to up its speed. More sound insulation is
>>> needed and anti-vibration dampers as well.
>> Problem is that you are thinking an alternator has to be
>> running at high rev. Calls for different design, with more
>> pole faces crossed per revolution.
>> Check out the alternators used for low speed turbines.
>> Large diameter, low speed, no gearing.
>
> More poles won't help. It needs more ampere turns/stronger magnetic
> flux. That is, a higher field current or more turns of wire. Or a
> stronger permanent magnet if that's what it has.
> They are a bigger diameter because if it has more amps, it has
> thicker wire.
Bigger diameter also helps with developed voltage. The higher relative
speed between windings and pole faces increases voltage for a given
field strength and RPM.
Of course larger diameter increases the centrifugal forces that have to
be retained as well.
daestrom
Posted by harry on August 17, 2009, 7:07 pm
> > I would say that about half of all cars in the UK are diesel.
> > Including some limos like Jaguar and Mercedes. You really can't tell
> > the difference these days between a petrol engine and a diesel to
> > drive.
> The noise gives it away. When outside they sound like tractor.
Only when cold.
Posted by clare on August 17, 2009, 3:24 am
On Sun, 16 Aug 2009 11:29:17 -0700 (PDT), harry
>On Aug 15, 2:49 am, cl...@snyder.on.ca wrote:
>> On Fri, 14 Aug 2009 11:14:30 -0700 (PDT), harry
>>
>>
>>
>> >On Aug 14, 3:03 am, cl...@snyder.on.ca wrote:
>> >> > cl...@snyder.on.ca wrote:
>>
>> >> >> Fuel mileage on a plug-in hybrid or straight electric vehicle is
>> >> >> almost totally irellevent. UNLESS it is calculated without using
>> >> >> outside power for charging.
>>
>> >> >> What mileage will the volt get if it starts out with a fully charged
>> >> >> battery and a full tank of gas, and ends the test with the battery
>> >> >> fully charged and the tank empty - without being plugged in.
>>
>> >> >> If it gets over 70 MPG at ANY leagal road speed, I'll be EXTREMELY
>> >> >> surprized.
>>
>> >> >Here, Here.... I would bet it is less than 50 MPG... and you aren't
>> >> >counting the costs of all that electricity getting pumped into the
>> >> >batteries at night, at 10+ cents per KWH, IF yu live where there is
>> >> >cheap power.....
>>
>> >> Correct - but my statement was WITHOUT pumping power into the
>> >> batteries from the grid overnight.
>>
>> >> With a properly optimized engine, running a well designed, high
>> >> efficiency generator(alternator) with a high efficiency controller and
>> >> motor, there is no reason why 60MPG could not be achieved - but when
>> >> it is done, it WON"T be GM that does it.
>>
>> >> Even with the new management/ownership (Government Motors), I'll bet
>> >> nothing innovative and successful will come out of that company and be
>> >> financially viable.
>>
>> >You can buy dozens of cars in Europe that exceed 60mpg today. Mostly
>> >turbo charged diesels.
>>
>> Which "the general" is unlikely to spring on the north american market
>> after the fiasco their last diesel passenger car engine proved to be -
>> - - - - -.
>I would say that about half of all cars in the UK are diesel.
>Including some limos like Jaguar and Mercedes. You really can't tell
>the difference these days between a petrol engine and a diesel to
>drive. Bit of a rattle on idle when cold./
>The mad thing is that Vauxhall owned by GM has all this technology, it
>was always instantly available to GM. But they didn't & now it's gonna
>be owned by the Canadians (so it seems).
Owned by the Germans now, isn't it? Opel is German and basically
owns/controls Vauxhaull.
I've owned BMC and Vauxhaull cars , with Vauxhaull being the better of
the two.
I've also owned Ford (america) Ford (germany) Fiat, Totota, GM
(america) Chrysler (America and British(rootes/sunbeam)) Fiat, VW,
Renault, and peugot as well as AMC and Hudson.
Not sure which would class as the worst - but the '95 GM (pontiac) was
definitely in the running.
My 88 Chrysler was up there pretty good for the best - we drove it
until it was 18 years old, and sold it in good running condition.
My BMC mini i described as the "most dependable car I ever owned". You
could depend on it to malfunction ust about any time you needed it. My
first car - and a lot of fun - but dependability was not it's long
suite. To give credit where credit is due, it DID have 214,000 miles
on it when I got rid of it - - - - - - -.
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> to
> be gearings to the alternator to up its speed. More sound insulation is
> needed and anti-vibration dampers as well.