joestue:
respectfully :)
unless i am mistaken, which i have been on occasion :)
i have asked or at least tried to ask a specific question
and many have taken that question and made some rather broad assumptions.
for instance the 12k rpm statement, no where have i mentioned wanting to run anywhere near that,, for the record between 2500 and 3800rpm
my target efficiency peak is at 3800rpm specifically.
in the oem design of the alternator i am working with, the leakage inductance is primarily in the slots and it is by design that this is a fact. the high leakage inductance serves in this specific unit to protect the machine from burn out under extreme high current loads by dropping the voltage. but again that is the oem design
which is something i am working away from,, i don't need this max current level output so therefore i don't need the high leakage inductance protection of the oem design.
that is one factor, not necessarily the primary factor.
correct me if i am wrong, but
in an alternator with an open stator, no load connected
there is no displacement (or very little) of the flux across the airgap
as current rises in the stator the pole is magnetized by this current in the stator winding which fights and displaces the flux crossing the airgap.
now if you wind two coils around an iron core (opposing coils) and you place a
current in these two windings the net effect is no magnetization of the pole. no magnetization and you have no displacement of the flux across the airgap.
at least in theory, the result should in any event be less displacement or armature reaction.
here is the thing
a typical automotive claw pole alternator is ~50% efficient, give or take
it is built with a ton of variables and an equal amount of compromises.
because it has to be all things to all people, it has to provide power at idle
and at cruising speeds, which is a very wide bandwidth
if you pick a specific rpm that the alternator will run at, one can then redesign
to optimise the alternator for that specific rpm.
the downside of course is losses at lower and higher rpm,, but i could care the less
because i am running at a specific design rpm.
my target is to attain 75% efficiency from a particular alternator running at a specific speed doing a very specific job.
the researchers have attained 71% efficiency with the same alternator design
(lundell/clawpole) for use in automobiles, which again require a very broad rpm range and dramatically wider loading, high temperature environments etc.
they have attained 71% while still having to comprimise all sorts of stuff, things i don't have to comprimise on. (cost being one, an extra 10 bucks at the manufacture level can kill a design, where an extra 50 bucks might otherwise be acceptable to me)
so for the record, i am not trying to get something for nothing, overunity or any other bullcrap.
btw,, i have now 5 or 6 textbooks on alternator design and a couple of very good engineering texts as well.
the only issue i have not been able to resolve was the bifilar or opposing wound
stator design. i can only surmise that the reason bifilar is not mentioned is basically most alternators run at a specific speed and other things can be done to improve efficiency, or on the the otherhand alternators that are built for broadranging rpm would not benefit from such a winding.
thank you very much for you input, it is all appreciated even if it doesn't answer my specific question. sometimes an answer i get will come in handy somewhere down the road to a different question.
thanks
bob g
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