Today's Message Index:
----------------------
1. 06:23 AM - Re: Re: AC current reading for Revmaster engine (Paul Eckenroth)
2. 01:51 PM - Re: ULPower electrical system (N43YX)
3. 02:14 PM - Re: Re: ULPower electrical system (Charlie England)
4. 03:58 PM - Re: ULPower electrical system (N43YX)
5. 07:21 PM - Re: ULPower electrical system (user9253)
Message 1
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| Subject: | Re: AC current reading for Revmaster engine |
Thanks to Joe, Ken, and Dan for your comments. I will be monitoring the
temps of the stator coils and the voltage regulator. The voltage regulator
I will use will be the "John Deere type which I've been told is the
switching type. I have been told by Revmaster that their regulator is the
shunt type. Unfortunately there seems to be no way of knowing for sure
beforehand what type of regulator a specific unit is. That information is
not included in any descriptions. I have enlarged the ventilation areas in
the case and will direct blast air directly to the stator. I'll return the
plane to service soon and see what happens. This is hardly the ideal
situation when completing an airplane. Thanks again.
Paul
On Fri, Sep 23, 2022 at 8:45 AM dj_theis <djtheis58@gmail.com> wrote:
>
>
> > Checking the DC current after the voltage regulator would not be as
> indicative since there would be some loss in the regulator and if the
> regulator is the shunt type DC current would not represent what the stato
r
> is actually producing.
>
>
> I=99ve measured and analyzed the Revmaster charge system numerous w
ays. The
> OEM regulator is NOT a shunt regulator. Trying to measure the AC current
> will provide absolutely no advantage (unless you are replacing the origin
al
> regulator with a shunt,). A shunt regulator will effectively dou
ble the
> heating of the worst case charging (the original regulator is a half wave
,
> not a full wave). I would strongly advocate using the original equipment
> regulator. And definitely not installing a shunt regulator.
>
> This charge system has (at least) 4 flaws. 1) low air flow/cooling. 2)
> erroneous stator design with magnetically saturated laminates. 3) no res
in
> coating infusion on the windings 4) low air flow/cooling.
>
> I injected DC current from a lab supply through the stator winding on the
> bench and measured the rise in temperature of the surface of the stator
> wire and the center laminate steel. I=99ve concluded that continuo
us DC at
> 15 amps with an ambient temperature of 100 F will not create a temperatur
e
> rise that is damaging (steady state of below 140 F). I can forward the
> temperature curves if anyone is interested.
>
> Increasing air flow is job 1, wrt cooling this stator. Impregnating the
> wiring is an improvement that I advocate but do not have data on it. My
> direct conversation with the stator wire manufacturer, and their
> recommendation suggests to me it would be an improvement. I can share t
he
> method of impregnating the stator wiring that I=99m using with the
=9Cweb=9D, but
> I=99m reluctant to advertise this until I can verify there is no da
mage to
> the ignition coils. I=99ve tested impregnation on the stator coils
but the
> locally mounted ignition coil wire is different (much smaller and from an
> unknown supplier).
>
> Hope this helps,
>
> Dan
>
> --------
> Dan Theis
> Scratch building Sonex #1362
> Still working on the Revmaster Alternator improvement
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=507925#507925
>
>
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>
>
Message 2
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| Subject: | Re: ULPower electrical system |
In the wiring diagram that Bob provided, can someone please explain why I need
a fusible link and fuse in series for the alternator switch?
Also, should I feed the alternator on/off switch from the battery, endurance, or
main buss?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507943#507943
Message 3
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| Subject: | Re: ULPower electrical system |
On Sun, Sep 25, 2022 at 3:54 PM N43YX <awgaut@gmail.com> wrote:
>
> In the wiring diagram that Bob provided, can someone please explain why I
> need a fusible link and fuse in series for the alternator switch?
>
> Also, should I feed the alternator on/off switch from the battery,
> endurance, or main buss?
>
> Are you referring to the one he posted in this thread on Sept 8? If so,
the 20ga link protects the 16ga wire that runs from the bus to the circuit
breaker (not a fuse) in the drawing) which is typically in the instrument
panel, remote from the bus.
As to main vs endurance, kinda depends on whether it's the primary alt or
the backup, and your personal philosophy. I put all my backup alt
connections on my *engine* bus, because I'll have auto style injection
which has high and constant current demand. Allows 'smoke in the cockpit'
master-off as we're hard wired to do in training, while keeping the engine
running. I don't have an endurance bus; just the ability to feed either bus
from different switches (cross-tie features).
Charlie
Message 4
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| Subject: | Re: ULPower electrical system |
Yes, sir. I was referring to the post of 9/8.
Makes sense. It protects the WIRE running to the panel CB. I always seem to forget
that basic premise.
Ceengland: I am only running one alternator and one battery with a battery/engine
buss, if that helps in deciding from where to feed the alternator switch power.
I'm thinking of just using the engine buss.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507945#507945
Message 5
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| Subject: | Re: ULPower electrical system |
In the event of smoke in the cockpit, the pilot needs the ability to shut off all
electrical power at the source. Most pilots would do that by shutting off the
master switch. Depending on how the electrical system is wired,
disconnecting the battery might not shut off electrical power because the
alternator could be still be working and supplying its own field current.
It is something to keep in mind when designing the electrical system.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507948#507948
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