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 Posted: Sun Jul 13, 2008 7:03 am Post subject: Auto alternator system design |
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Years ago Eric and I experimented with the OBAM use of IR alternators and
developed a reliable flexible solution. This was developed in part to the
faulty design of the Aeroelectric OVP (sort of fixed some time later,and
still not reliable in my opinion and my testing) and the problems discovered
by Vans builders. It was an extension of much earlier work I performed over
10 years ago to be able to recommend a solution to auto engine conversions.
The problems with the rest of that OVP approach did result in Bob stopping
the support of IR alternators. I simply stopped trying to discuss this here
and Eric produced his own OVP, recommended the proper contactor to use, and
produced the alternator V load dump clamp required to protect the alternator
as a result of the, not designed for, condition when the alternator is used
in OBAM system which is very different from an auto. The need to crowbar a
circuit breaker is eliminated also. Simple reliable glitch proof faster and
no ridiculous battery crow bar shorting of a CB to open the circuit. NO
where in my entire career have I seen a design that shorts out a huge
battery like this. Its a gross miss use of a crow bar circuit.
Any solution must use a different contactor, a different OVP, and a
alternator "B" lead load dump protection circuit among other issues. Its a
very simple solution actually IF the alternator brand is restricted to one
of hundreds of choices in current ranges from 40A to over 100A. this covers
most any application and the alternators are readily available most
everywhere NEW.
Eric designed a simple OVP based on a single simple to use commercial IC
specifically designed for that purpose that is simple, glitchless and very
reliable. We have not been able to produce false tripping etc. Further its
reduces the maximum OV detection to "B" lead opening time by a factor of up
to 25 times shorter. The old design can take as long as 100 milli seconds
worst case demonstrated by both analysis and testing.
Working with Eric we developed and tested a complete design of an electrical
charging system that allowed for safe disconnection during operation and
false tripping was totally eliminated. We used engineering analysis and
never allowed the parts to exceed the manufacturers published design
parameters. I have not recently discussed this with Eric but I believe he
has sold a large number of components as a result of this design.
Bottom line is a simple safe solution has been available for more than 4
years. No, I have no intent to post the details here and subject my self to
thousands of words of negative and incorrect comments. I had expected
otherwise but that has not happened. I believe Bob is making unnecessary
requirements on the system he desires as well as our basic difference on
design approach. Analysis and test to verify vs. test and analyze the test
results. his recent post clearly to means his mind is made up and that
before ANY details about the design has been posted, further he has
essentially demanded his design approach be used. His initial plan of
testing appears to omit testing of the driving conditions of the design
requirements.
I have far too many other personal demands to try to defend my solution
here. It has been designed to worst case requirements and tested as proof.
Many have implemented this approach and I have not received any negative
comments nor failure reports. Reinventing the wheel makes no sense to me and
I do not have the interest in being a part of that kind of effort. I had
hoped to have a fair and open discussion but....
Thus I am going silent and not reply to comments posted by anyone regardless
of their content.
Paul
PS. When I have some time I will update (later this year at the earlierest)
my web site and perhaps announce it here among other groups.
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