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Re: EV kits on S.F.Craigslist
by Randy Eckert
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Jack and Heintz G-29 Shunt Wound DC Aircraft Generator has been located and
ordered. $179.00 plus $75 shipping.
I used to have a link to a supplus place that sold these does any one have
the link and could you post it. web searches are not turning it up .
I was thinking of useing it for a range exstiender trailer set up.with a
small ice motor.For those few times I want to take a road trip.
Thanks for any help
On Thu, May 15, 2008 at 9:43 AM, Lee Hart <leeahart@...> wrote:
> cowtown@... wrote:
> > An 800A contactor and "Regen braking with down shifting" and
> > "remanufactured and modified jet fighter plane generator used as
> > motor" sounds like an EV made in the 70's that avoids using that same
> > era's more silicon-heavy controls (SCRs, Triodes, etc). Any idea how
> > smoothly a VW-with-jet-starter/generator conversion can be driven in
> > everyday use, how efficiently they run when compared to current motors
> > and PWM controllers, and what is their comparative durability?
>
> The 1970's aircraft starter-generators are still state-of-the-art today;
> DC motor technology has hardly moved. They have huge strong commutators,
> class H insulation, interpoles and pole facing windings, high speed
> bearings, are banded and balanced for high RPM, etc. They are excellent
> for regenerative braking.
>
> However, they were optimized to be light, not efficient. Compared to a
> modern series DC traction motor, The aircraft starter-generator is about
> half the weight but only 75% efficient versus 85%. They also didn't care
> about noise; these things scream like a giant vacuum cleaner.
>
> Smoothness isn't a characteristic of the motor; it's a characteristic of
> the controller.
>
> > Would a "cutting-edge' Curtis SepEx controller, say 600A in the 36-84V
> > range, make this older style conversion any more efficient, or would
> > it also need a motor more specific to the job?
>
> If the old one used an SCR controller, a Curtis or other modern
> controller will be more efficient. The efficiency of the motor itself
> won't change.
>
> The main limitations of these old unit are:
>
> - lower efficiency (reduces range by 10% or so)
> - hard to use shaft (odd spines, no support bearing)
> - need a lot of cooling (due to lower efficiency, no internal fan)
> - too small for a full-size EV (only suited to very small light cars)
> --
> Ring the bells that still can ring
> Forget the perfect offering
> There is a crack in everything
> That's how the light gets in -- Leonard Cohen
> --
> Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
>
> _______________________________________________
> For subscription options, see
> http://lists.sjsu.edu/mailman/listinfo/ev
>_______________________________________________
For subscription options, see
http://lists.sjsu.edu/mailman/listinfo/ev
ordered. $179.00 plus $75 shipping.
I used to have a link to a supplus place that sold these does any one have
the link and could you post it. web searches are not turning it up .
I was thinking of useing it for a range exstiender trailer set up.with a
small ice motor.For those few times I want to take a road trip.
Thanks for any help
On Thu, May 15, 2008 at 9:43 AM, Lee Hart <leeahart@...> wrote:
> cowtown@... wrote:
> > An 800A contactor and "Regen braking with down shifting" and
> > "remanufactured and modified jet fighter plane generator used as
> > motor" sounds like an EV made in the 70's that avoids using that same
> > era's more silicon-heavy controls (SCRs, Triodes, etc). Any idea how
> > smoothly a VW-with-jet-starter/generator conversion can be driven in
> > everyday use, how efficiently they run when compared to current motors
> > and PWM controllers, and what is their comparative durability?
>
> The 1970's aircraft starter-generators are still state-of-the-art today;
> DC motor technology has hardly moved. They have huge strong commutators,
> class H insulation, interpoles and pole facing windings, high speed
> bearings, are banded and balanced for high RPM, etc. They are excellent
> for regenerative braking.
>
> However, they were optimized to be light, not efficient. Compared to a
> modern series DC traction motor, The aircraft starter-generator is about
> half the weight but only 75% efficient versus 85%. They also didn't care
> about noise; these things scream like a giant vacuum cleaner.
>
> Smoothness isn't a characteristic of the motor; it's a characteristic of
> the controller.
>
> > Would a "cutting-edge' Curtis SepEx controller, say 600A in the 36-84V
> > range, make this older style conversion any more efficient, or would
> > it also need a motor more specific to the job?
>
> If the old one used an SCR controller, a Curtis or other modern
> controller will be more efficient. The efficiency of the motor itself
> won't change.
>
> The main limitations of these old unit are:
>
> - lower efficiency (reduces range by 10% or so)
> - hard to use shaft (odd spines, no support bearing)
> - need a lot of cooling (due to lower efficiency, no internal fan)
> - too small for a full-size EV (only suited to very small light cars)
> --
> Ring the bells that still can ring
> Forget the perfect offering
> There is a crack in everything
> That's how the light gets in -- Leonard Cohen
> --
> Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
>
> _______________________________________________
> For subscription options, see
> http://lists.sjsu.edu/mailman/listinfo/ev
>
For subscription options, see
http://lists.sjsu.edu/mailman/listinfo/ev
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