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echristley(at)nc.rr.com
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 Posted: Tue Jul 11, 2006 6:08 am Post subject: Converting to external regulators |
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AeroElectric-List Digest Server wrote:
| Quote: | Time: 03:25:51 PM PST US
From: Dennis Haverlah <clouduster(at)austin.rr.com>
Subject: External voltage regulator Connections
I converted my RX-8 computer controlled alternator (100 amp) to
externally regulated.
I have been reading these IVR vs EVR arguments for so long I must be
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getting senile. I'm sure this idea has been covered, but for the life
of me I can't remember when and I can't find a reference to it in my
archives.
George makes a good point that the IVR was designed to work in a
specific way by smart people with lots of money to spend on the
problem; a way that does not include people turning it off and on. Bob
makes an excellent point that the pilot has always had complete control
over the power producing entity, and there is little reason to give that
up now. The choice seems to be that you must choose one or the other.
But wouldn't it be a simple modification to break the wires going to the
field brushes and bring them out to a double throw panel switch? The
IVR functionality is maintained, load dump of the field coil has no
where to go (double throw to break both sides of the path
simultaneously), and the pilot has complete control.
--
,|"|"|, Ernest Christley |
----===<{{(oQo)}}>===---- Dyke Delta Builder |
o| d |o http://ernest.isa-geek.org |
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nuckollsr(at)cox.net
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| Posted: Wed Jul 12, 2006 7:33 am Post subject: Converting to external regulators |
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| Quote: |
George makes a good point that the IVR was designed to work in a specific
way by smart people with lots of money to spend on the problem; a way
that does not include people turning it off and on. Bob makes an
excellent point that the pilot has always had complete control over the
power producing entity, and there is little reason to give that up
now. The choice seems to be that you must choose one or the other.
But wouldn't it be a simple modification to break the wires going to the
field brushes and bring them out to a double throw panel switch?
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You betcha! But that puts the alternator at-risk for
having been 'modified'. Once you open it up, the service
life may be affected by the modifier's lack of experience
and/or understanding of the recipe for success.
If one is willing and able to open any alternator for
the purpose of modifying it, then one might as well
bring the field leads out for excitation by an externally
mounted regulator which offers an opportunity for . . .
Adjustability
Remote sensing of regulation voltage
Graceful, low energy OV management
Temperature compensation
Easy diagnosis of failures and opportunity
to replace a regulator without pulling the
alternator.
and finally . . . absolute, any time, any conditions
control.
For all it's virtues the as-supplied, internal
regulator offers no better performance than an
externally mounted regulator and forces the builder
to accept new design goals. If those conditions are
acceptable . . . great. If one is desirous of
achieving any one or all of the above design goals,
then some modifications are necessary. Once you
open that puppy up, you might as well make it conform
to the classic 'aircraft' configuration.
Folks who design cars had NONE of the aforementioned
design goals. The present state of the art for automotive
alternators has followed a logical and economically sound
evolution - for cars. Much of what's been developed and proven
in automobiles is slowly and painfully finding its way
onto airplanes. However, just because a particular philosophy has
become a highly developed, widely accepted practice in
cars does not automatically force the airplane builder
to give up desirable design goals.
| Quote: | The IVR functionality is maintained, load dump of the field coil has no
where to go (double throw to break both sides of the path
simultaneously), and the pilot has complete control.
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You only need to open one side. A single pole switch
would suffice nicely.
Bob . . .
---------------------------------------------------------
< What is so wonderful about scientific truth...is that >
< the authority which determines whether there can be >
< debate or not does not reside in some fraternity of >
< scientists; nor is it divine. The authority rests >
< with experiment. >
< --Lawrence M. Krauss >
---------------------------------------------------------
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brian
Joined: 02 Jan 2006
Posts: 643
Location: Sacramento, California, USA
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| Posted: Wed Jul 12, 2006 8:53 am Post subject: Converting to external regulators |
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On Jul 12, 2006, at 11:27 AM, Robert L. Nuckolls, III wrote:
| Quote: | For all it's virtues the as-supplied, internal
regulator offers no better performance than an
externally mounted regulator and forces the builder
to accept new design goals. If those conditions are
acceptable . . . great. If one is desirous of
achieving any one or all of the above design goals,
then some modifications are necessary. Once you
open that puppy up, you might as well make it conform
to the classic 'aircraft' configuration.
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An analogy: would you buy an engine and prop combination that you
could not change on your aircraft? They came as a unit and no matter
what you did, you could not change the prop to match the operating
parameters of your aircraft?
I am very much with Bob on this. I want the ability to have complete
and total control over my charging system. I cannot do that with an
IR alternator. There is no way to force the IR alternator to turn off
without modification. (Using the 'I' lead to turn the alternator on
or off is dependent on the internal regulator continuing to behave
normally and when it is behaving abnormally is precisely the time
when I need it to behave normally and turn off when I turn off the
'I' lead.) It is just easier to use an ER alternator and wire up an
external regulator.
Brian Lloyd 361 Catterline Way
brian-yak AT lloyd DOT com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
— Antoine de Saint-Exupéry
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_________________
Brian Lloyd
brian-yak at lloyd dot com
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery |
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