Gyro-Centrifugal Generators: Using a flattened out 'gyro-dish' design for generators using permanent magnets on the inner rotating fly-wheel outer rim-gyro rotor within a housing of fixed coil windings would give a smooth constant non-commutated/non-dioded DC power flow. This is boosted output efficiency.
Employing a centrifical clutch with a 'coasting-phase' like any bicycle back wheel (or auomatic transmission for that matter) to the generator would maintain much lost energy when engine rpm's decrease at stops etc. And not losing said centrifical generating momentum would also enhance that passive-phase hydrolysis output potential of such a system. This is also boosted efficiency with far less mechanical drag. Positioning such an unit compartmented under the fusilage-belly of the vehicle for easy access out of the engine compartment would probably be advantageous to the wider circumference & flatter generator gyro-centrific design. And again; 'not' OU but likely very much more efficient with a higher auxillary potential for extra electrical functions being available but without a boosted (much) overall drag coefficient. -JO- > Date: Thu, 24 Sep 2009 10:28:03 -0400 > From: sa...@pobox.com > To: vortex-l@eskimo.com > Subject: Re: [Vo]:Car Alternators Vs Old Style Generators > > > > Harvey Norris wrote: > > Went to Auburn Indiana Classic Car show in early Sept... The cars > > back then had a generator instead of an alternator. Now there are > > claims from Hydrogen Garage LLC, that adding a water cell 12 volt > > electrolysis as an alternator load, and by the engine using the HHO > > product on demand from the cell, that up to a 45% increase of > > efficiency is noted. I have bought their experimental demonstration > > cell for 175$ and will be looking at these claims with an automobile > > installation. > > > > Then I was reminded about the old school ideas about why the > > alternator superceeded the generator, because it could produce power > > on demand by virtue of an energized rotating field electromagnet by > > slip ring conductions. But this method of mechanical conversion to > > electrical energy must be lower in efficiency then the natural > > principle employed in the rotation of actual magnets as the > > mechanical energy input of a generator. > > Two things. > > a) A conventional generator typically doesn't rotate a magnet inside a > coil, rather it spins a coil inside a fixed magnetic field. In > contrast, an alternator rotates a magnet inside a fixed coil; that's one > of the simplifications of an alternator versus a generator, and it's the > reason you can use slip rings on an alternator but you need brushes for > a generator. > > b) The fixed field in an old style generator was provided by field > windings, not by permanent magnets. At least it was on generators I > saw. In fact the old mechanical voltage regulators (made up of three > relays with multiple contacts, one or two high-power resistors, and an > enormous boatload of cleverness) were set up to interrupt or reduce the > current to the field windings in order to throttle back the generator. > Without field windings it's not clear how such a generator could have > been controlled, and precise control is vital for a generator on a car. > > > > > > The disadvantage of a generator is of course that it is continually > > loading down the engines horsepower by addition of mechanical load, > > or essentially working for nothing when no load is extracted. > > No, it isn't, because when there's no load on it, the voltage in the > system rises to its maximum (13.2 volts or whatever it's set to) and the > regulator shuts off the current to the field windings. At that point > the generator's just freewheeling. > > > > In > > contrast however its efficiency of load transfer energy is high > > compared to it's alternator equivalent, where additional energy is > > used to energize the field itself. > > As it is on the generator. > > > > > > In the new situation where the presumably high current drain from the > > alternator water cell electrolysis redeems itself as a further gain > > in engine horsepower, similar to the Auburn Auto Co.s supercharger > > concept of using a portion of the mechanical output energy as a > > feedback loop to alter the parameters of the input energy action; the > > same principle here may be true electrically. > > > > Thus here, if the cell is connected continually as an electrical load > > during engine operation, the generator as an option now becomes > > viable since there will always be a load available for it's outputs, > > and this is being done as efficiently as known possible. > > > > Thus in coordination with new automotive concepts here, the old style > > generator concept may still deem itself feasible. Sincerely HDN > > Pioneering the Applications of Interphasal Resonances > > http://tech.groups.yahoo.com/group/teslafy/ > > > _________________________________________________________________ More than messages–check out the rest of the Windows Live™. http://www.microsoft.com/windows/windowslive/
