> Paul Lamar wrote:
>> This is either a Honda or Toyota hybrid motor/alternator. I took
these
>> pictures at the Tokyo Motor Show last October.
>> Note the rectangular wire. Doug might find one of these in a Japanese
>> junk yard some place. Should be plenty of them in US junk yards in
>> a few years when the expensive batteries die.
>
> Don't hold your breath on that last statement. I'm under the
impression
> that when the very expensive battery pack dies, it is in actuality a
> single cell or two in the pack that dies. So a profitable core
exchange
> program is likely, and field repairs are perhaps a possibility.
>
> That said, hybrids are involved in car crashes, too. So I'd expect to
be
> able to harvest this component from crashed hulks.
>
> Russell Kent
Russ
The possibility of course exist but why you would want to I don't know.
It
would heavy for a car to carry much less an airplane. Voltages of these
motors are commonly over 200v.
Our wind generator. uses similar wire and is rated at out 1.5KW at 1500
rpms @ 25volts dvc. It is a syncro. 3 phase PM generator. About the size
of
your two fists together. We have had the output up to 4.5 Kw but it
starts
to get a tad hot. All this talk is academic though. Weight rpms, size
and
power levels of outputs are also important for our use. Perhaps best to
design the unit to fit in the bell housing at the amperages we need and
no
more or ... modify an existing unit on the market. I do have a flat
wire
100 amp output Toyota Lexus alternator that has a stator OD of about 6
inches and is less than 2 inches thick. For inside the bell housing it
can
be much thinner.
Talk to Mistral. I've had this discussion with Francios 6 months ago.
Needs defines the design. At first, I thought I would design the motor
and
alternator to do double duty. I have since seen that this an expensive
heavy
way to do it if it is direct drive. The amount of amperage a direct
drive
motor in a 24vdc nominal system will require will be over 100 amps.
However a 3hp.starter/generator has a mechanical advantage through its
gearing built into the starter function and as it is not PM technology
it
doesn't see this current for the same amount of time. A direct drive has
to
depend upon the electro magnetic torque applied to what ever arm you can
fit
in the bell housing.
IMHO the French Valeo starter generator is a good primary unit. I
haven't
got one in my hands now so I can't speak about details.
How much do we need for a back up alternator 30, 40 70 amps? How and
where
to dump the load to. Two batteries? Switch between them - time sharing?
.
Control issues are something I haven't even started to think about.
This
sounds like a good project for Audrey:)
Doug in Japan
Paul,
Here's another option for a direct drive alternator, all in one neat
little package. I'm not sure if it uses internal or external
regulation. Stock units are 40A, but larger units (60A & 90A) are
available from Compu-fire. The 40A units sell for about $200. It fits
the Honda GL-1500 motorcycle. My thoughts were to mount it on the front
of the engine, driven directly by the eccentric pulley.
It appears to be driven by a rubber damper on the drive end. These are
available for about $5. It probably wouldn't save any weight (as
compared to a conventional alternator), but it would eliminate one
v-belt and get the alternator out of the way of other stuff. Of course,
you would need about 6" between the firewall and eccentric pulley.
Mark S.
If the v-belt breaks we loose the water pump and the alternator
will stop soon after. Are we improving anything with an alternate
alternator design? Is removing the stress of the alternator on the
v-belt significant? Is there a way to eliminate the water pump belt
also.
One of the reasons I liked Harley design was the Ignition modules
built into the alternator. Those hooked up to one set of plugs and a
limp mode injection trigger could be a backup system to the ECU.
Blake
Sure you can gear drive the water pump.
Paul Lamar
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