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• Speculations on a 3 phase Parametric Alternator Circuit

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• I havent analysed all the sensibilities with this subject here, so it may be unfeasible. I havent quite grasped how the switching would, could or should be at
Message 1 of 1 , Dec 30 7:42 PM
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I havent analysed all the sensibilities with this
subject here, so it may be unfeasible. I havent quite
grasped how the switching would, could or should be
at this point in time. But the consideration itself
has seemingly led to an understanding of three phase
that did not exist before these things were
considered.

The problem starts with the 6 terminals available from
3 isolated phases of a AC converted bus reluctance
alternator. How do we put the 6 connections together
to form either delta and wye, and what will be the
effect of this? I have concluded the the wiring on the
motional emf source itself must be backwards to the
conventions used when applied as outputs, whereby
making the wye connections will yeild the highest
voltage, where ordinarily it delivers a lower voltage
than delta, when applied as an output load. The effect
of a non loaded or open secondary stator being
saturated by excessive motional flux change from the
rotor is also discussed. Here it can be shown that the
stator itself will rapidly heat up, with even no loads
are on the three outputs! This is due to the internal
currents that must be generated when isolated phases
are given common points of contact, as occurs in delta
or wye wirings. The common points of contact actually
allow a travel path for what would normally be the
open path voltage for isolated phases, which are then
allowed close looped paths by their being placed in
unison with their adjacent phases. A method of
mesuring these close looped internal currents, and
comparing them to the actual currents that would
develope in load applications is discussed. This is
two parts, the first with JLN references of paramatric
circuits, and the second as clarification of above
description. These were in the form of letters of
correspondence with Marc Metlica, a local tesla coil
inventor who has invented the triggered arc gap, which
he says will make the rotary arc gap obsolete. There
are also several varieties on this idea for a tesla
coil adptation from alternator inputs, but this is
irrevalent for now, so the following posting should
continue..

Hi Marc

I will be sending you another letter concerning
specific alternator work being done, also in reply to
your letter. I DONT have a specific request for
building a circuit, because I havent specifically
nailed down what the requirements will be, but I want
to make you familiar with the terminology and concept
involved with what some call parametric switching. The
no field amperages and voltages generated with the
alternator can be partially explained by its actions
as a parametric oscillator. The circuit would involve
altering the parameters of how the three phases
appear, either isolated, DELTA or in WYE. One would
start from the three phase output wiring in isolation
as are made with the bus alternators I have in the
garage. But first let me supply these references and
comments, where here the idea would be to employ The
principle of the parametric power conversion to a 3
phase AC circuit.
http://jnaudin.free.fr/html/paraconv.htm
is the best place to start for references.
also
http://jnaudin.free.fr/html/scalwidx.htm

http://jnaudin.free.fr/html/paraintr.htm
specifically applies to my work with the no field
alternator observations, so be sure to check it out.
There they use the analogy of a rotating eccentric
where the afore-mentionned core is now alternately
inserted into and withdrawn from the inductance L and
this inductance is, in turn a part of tank circuit,
then a parametric oscillator result.
also noted there;
One knows that there is energy stored in this
inductance of magnitude 1/2 LI*2 and if this
inductance is now increased in some manner, such as by
inserting an iron core into L (while holding I
constant). then the stored electrical energy is
increased. This is an example of parametric power
transfer.
Now since the stator can be modeled as L, and it reads
about .22- .26 mh, depending on the position of the
field rotor, as it is actually the "rotating
eccentric" provided for in the analogy. This is also a
15% variance in L.
To make the circuit described I merely need to load
the output stator down with a C to resonate with .22
mh @ 480 hz or 500 uf, quite a large capacity. It is
seen as that capacity is added to the no field
outputs, where this can be called a parametric power
transfer in its actions, the increasing capacity also
enables more amperage and voltage to appear.
The idea of increasing the actions for a better
parametric conversion schematically is made by the
various schemes shown on these sites.
http://jnaudin.free.fr/html/parabifc.htm
A Switched bifilar parametric circuit
shows one of these ideas
A bifilar or counterwound coil on a ferrite core has
been substituted for the variable inductor.. An analog
switch driven by a square wave generator has been
interposed between the two windings. The result is
that for half a cycle any current passing through the
circuit goes through one side of the bifilar inductor
and for the other half the current goes through both
sides. The result is that the total inductance goes
from a high value to a very low value. This varying
inductance operates in the same way as the variable
inductance in circuit 1 and a current builds. The
value of this current is based on depth of variation
of the inductance, and the load resistance. Since the
variation is high, the current will be high. On the
other hand the energy needed to switch this current
through the second half of the inductor is small.
So essentially in a nutshell such an idea applied to 3
phase outputs would involve a switching from Delta,
where one winding picks up flux change, to Wye, where
two windings in series pick up the flux change,
whereby an additional effect of changing the L values
on the stator output end might concievably also be put
into coordination with the actual change in inductance
made by the rotation of the field rotor.

I will get back to you soon on these things, and the
special self energized field tests I will be making.
HDN

Clarification
Let me redescribe what I was thinking about, and
whether it even has any merits. The Bus alternators
have 6 posts for connection to three phases because
when I had Magnetek make the AC conversion, I didnt
know much about 3 phase, and I told them to make the
phases completely isolated. Thus there will exclusive
conductivity on each phase, and one cannot measure
conductivitity between them which can be done when
they are wired in delta or wye. To change the isolated
phases to delta, it merely becomes necessary to conect
the 3 corners of the previously isolated phases by
shorts. To convert the windings to wye those short
connections at the corners must be changed from 3
shorted corners, to one single short made by
connecting three termnals as short and leaving the
other three as outputs.

So thinking about this, I realized that since there
are 6 pole faces on the rotor, for a commutation sheme
one might attach the field rotation to a larger wheel
that contains 18 segments of metal. Each of the 3
outputs from one side of the isolated phases could go
to three brushes or metal bearing rollers so that when
the commutation takes place, or when one of the 18
segments goes by those three brushes, it momentarily
changes the output from isolated to WYE. That scenario
itself would not be exactly what would be desired, but
it is a good start to describe things. Thinking about
the matter it occured to me, that with your good
knowledge of solid state components, the commutation
itself could be done away with by mechanical
switching, and the switching could be done by solid
state. We merely need two diodes that can turn on when
a certain voltage level is reached. I think they call
those things zener diodes. Since it is the mere
opening and closing of a switch that is desired, and
the current direction is irrevalent, two of those
diodes in parallel might be used, or a better scheme
using a different switching technique might be thought
out. We might want the switch to go closed when 1/3 of
the stator voltage AC waveform is reached.

Now here the comparisons between WYE and DELTA on the
output end, vs what occurs when the configurations are
used on the input emf sources of mechanical flux
change made by the rotating magnetic field(s) shows a
sort of reverse application. On the output end, given
the typical 3 wire delivery for 3 phase, the loads
hooked in delta will have a higher voltage across them
then if they were wired in WYE. But apparently on the
input end the reverse must be true. The stator
connections made in WYE must have a higher voltage
output, then if they were wired in Delta. Thus that is
the standard practice for obtaining motional emf,
where books mentioning alternators consistantly
mention the fact that the stator windings are obtained
in WYE, and even looking at a dissasembled alternator
will show stator windings have a common tie or
meeting point, and that the other three wires can then
be used for outputs, where the outputs are usually
exclusively available as WYE based inputs. However
with the bus alternators having isolated phases it can
be wired instead for Delta as the motional emf source.
However further thinking on the matter shows this to
be irrevalent, since if we procure the traditional WYE
base input, and allow output to be also taken in wye,
and also allow for the 4th neutral wire, that is
actually the same thing as having three delta motional
emfs hooked to three delta loads, with the neutral
wire simply being a shared line of current
cancellations on balanced loads. In both cases there
is no conversion from delta to wye as respect to the
ways the are obtained vs their output.

Now all this may seem very silly, but I would rather
be silly about a proposition, until I am solidly
convinced that there is no merits to the idea, so that
something that might be a gem in the sand is not
overlooked. You should probably be thinking so what,
all you are saying here is that the wye stator winding
output is the preferred method, so why would you want
the delta winding to come into the situation?

This is where my logic got a little warped, where
alcohol does that to a thinking process. Today I see
that the proposition only seems to mean a switching
process that might change the relative voltage outputs
coming out of the stator. But what if one effect can
also influence the cause, and what about the cases
where the field becomes self energized with a broken
alternator. You know the old trick of pulling one
battery terminal connection of a running vehicle to
see if the alternator is functioning correctly. What
about the case when it is not properly functioning,and
we jump the vehicle to get it started, where we know
that if the motor is shut off, it will not start again
because the battery will be dead, because the
alternator is not recharging the battery. Yet we can
still drive the vehicle, and even turning its lights
on, they operate in a dim manner. We might operate 24
hours in that way with no problems. Obviously the
battery could not power the lights for 24 hours, so it
is easy to see that the alternator does operate in a
capacity to supply electricity to the automotive
charging system, in excess to what the battery
supplies, and all of this is mere redundant arguments
supported by the fact that tests show the alternator
generally outputs 10% of its normal operating levels,
with no field activation, or currents made thru the
field. The moving magnetic field that the stator sees
and produces voltage and amperage from is explained by
two effects. The Barnett effect is that a spinning
metallic object will create its own magnetic field.
according to that thesis when we want to create a
magnetic field in excess to the one existant by the
spin itself, there would then be a preferred direction
for sending that DC current into the field. This is
aptly noted in the observations of the 1 ohm resonant
circuit, where even at higher amperage draw the
effects of reversing the field can be shown. The
circuit pulling 11 amps will only pull 9 when the
field connections are reversed, and the differences of
these actions are more exagerated with lower amperage
levels. When the field is first energized there is no
increase from the levels already preexistant with the
no field levels. Even when the correct polarity is
used for the field there is no apparent voltage rise
at the stator until the amperage in the field hits a
certain level. The saturation effects that resonant
circuits see are also dependent on the spin of the
field rotor!!! Of course that may be an errant
observation, but what I describe in this situation as
saturation is the effect where the increase of field
voltage does not create the same proportional
increase of stator voltages. Now the field is
obtained from a 4/1 transformer stepdown taken from
variac input, then it is rectified a given a shunted
capacity to smooth out the DC ripple. At 188 hz
operation from 70 to100 volts from variac stator
saturation occurs. At 480 hz this occurs at 40-50 volt
range. So two variables are actually present, both the
volume of field being moved, and the rate of that
movement. It is unwise then to think that the actual
field saturation of the field rotor is then even
occuring!

Ordinarily saturation is noted by the increase of
amperage with the increase of voltage, which not may
not be the specific issue here, where it may be
better to state in amperage output terms more flux in
the field is required at a lower rpm before the
saturation stator effect expresses itself. Then a
further increase in the field does not deliver deliver
a further proportional linear increase of the stator
voltages in loaded applications. I am unsure whether
this effect can also be seen with unloaded
applications, but it can be checked for the present
480 hz set up. In any case if the unloaded scenario
holds, that also applies for 188 hz, and we can
conclude that more factors than simply how much
amperage the circuit can produce on draw is the effect
responsible for stator saturation. Using that thinking
we note that as the stator voltage is increased, the
amperage draw is also increased, and it must be the
excessive levels of amperage draw itself itself that
causes this saturation, as the source must be current
limited by the amount of flux change occuring. The
standard thinking on circuits is that the short across
the output will determine the maximum current on the
branch. However I was most impressed with the
observation that the 1 ohm resonant circuit drawing 7
amps will only draw 4 amps when a short is placed
across the stator outputs! Now as I began these
speculations here, the solution to some things
suddenly became apparent. The REASON these unloaded
stator saturation effects occured now became apparent,
and that indeed saturation must take place as an
exclusive effect of the high flux change made from the
rotor, and not dependent on those currents those
circuits can generate. What makes the effect is that
the recieving instruments taking the flux change must
have internal current circulations by virtue of 3
phase methods employing lines shared by both phases.
Let me explain this analogy where suppose instead the
motional emf was made in delta, although they are
actually made in wye. Delta makes things better
understood for circulation of currents.

Now a test of the alternator with a field making
saturation level effects produces the same kind of
whining sounds from the no load arrangement, as if
there were a load on it. The alternator gets very hot,
although we are drawing no current. I describe this in
a way that the reader can come to this same
realization, that because of the fact that the phases
are NOT isolated from one another, and have point
common contact in delta, the flux change made by the
field rotor actually DOES see a closed loop, and
closed loop currents DO exist between the phases,
where we begin to wonder if the same currents made by
shorting the outputs are instead being generated
internally! This must be the great source of heating
of the no load alternator exposed by the improper
field regulation, normally governed by the field
regulator in automotive DC applications.

This is better understood by looking at the bus
alternator stator windings themselves and their
endings. These consist of a mere 54 winds of a small
type busbar conductor around the segmented silicone
iron in a ring. Each phase has 18 winds and these
arranged as the phase every third wind, or three sets
of concentric spirals around core as a ring. The six
endings are merely the endings of three sets of
windings, and the first conversion to delta emf output
from the isolated phases would be to connect the
corners of each isolated phase, yeilding 3 sets of
shorts. The first wonderings on the subject were,
wouldnt that make a current flow between those
connected posts? The obvious answer may be yes, it may
make a current flow, but only when the current flow on
the load component becomes open, or as the no load
observations of stator heating entail. The bus
alternators never displayed these great heating
effects, as undoubtably the I^2R stator losses are
smaller and the phases are isolated. It is then that
current flow between the corners or the 3 sets of
shorts turning the 3 sets of isolated phases into the
delta connection that enables the current flow
theorized to found on the corners, as the causitive
agent for making that current itself appear across the
stator winding on a no stator load saturation
phenomenon, that in turn can greatly heat the stator,
although no loads are applied to the outputs operated
in open load.

To explain again,there is a paradox here that in going
from the 6 output to 3 output method via delta, there
is a loop made by the closing of the corners, where
the closing of all the endpoints represents three
adjcaent winds of return wired coils in series.
However the total flux change that loop around the
core encompassing flux change from the rotor pole
faces contains zero, with respect to the combination
of all 3 ( open/short)currents. It is essentially then
the travel of short induced currents evidenced in the
oversaturated field effect makes at first glance,
impossible to measure, unless we first have isolated
phases, or 6 terminals,and then place an amperage
meter between the terminals of the isolated phases as
one of the three shorts. Thus two parametric readings
can actually be made, the first from isolated phases,
where the method of measuring consists of measuring
the amperage on shorting of the 3 output windings, (in
No field condtions)with no corner connections between
phases.. Next those shorted output connections are
opened and instead the amperage reading made on the
corner connections. In this way we can ascertain
whether as suspected those currents are equal. This
too may be wrong, because if they were equal, the no
load stator heating effects could be made in the same
way by shorting out the outputs, where here by
absolute common sense, we know that shorting out the
outputs would cause MORE currents than are existing
internally as a consequence as internal currents at
open loads via consequence of using 3 phase system,
with this method of high flux change causing stator
saturation at open loads.

The confusion here is almost inevitable when
comparing the actions of no field to real field
actions, where for the real field actions case of REAL
currents derived from the stator outputs, from there
is NO current on the corner shorts, and only currents
across the designated load pathways. It is only when
those pathways are opened by disconnecting the loads
that the currents measured across those pathways then
measure the internal losses of the stator winding
itself. Those are the internal currents made by
consequence of being connected in either delta or wye.
In the load mode, those currents ARE the currents in
the load. Aside from all this confusion let us simply
conclude that there should be no difference in
transition from the currents obtained with equal field
excitations from that obtained in isolated phasings,
as to that obtained in delta phasings. However in
delta phased currents there are also inherent losses
to be expressed as resistance to the rotor motion also
expressed as the lenz law consequence of having
created induced currents made responsible by the
interphasing of isolated phases. Thus having theorized
enough I had better soon get the bus alternators
running and make a report back as to their no field
outputs. But here the issue is also realized that
while their may be no difference between the delivery
from isolated to delta, there is a difference from the
conversion to delta to wye, where here because these
configurations are on the motive emf source itself,
they should be backwards to the conventional
arrangement where wye delivers less voltage, here it
will deliver more. The wye connection should secure
the highest voltage from the 6 terminal stators.

For a 3 phase parametric circuit from isolation to wye
then we would want something like a two switch on, one
switch off arrangement that might occurs six times
/cycle.(I will have to ponder these seeming
impossibilities) The corner connections made with
delta are removed and are instead the three shorts
become one by shorting one side of the isolated
terminals, making a triangle whereby the open /close
conductivities of those routes are made by the voltage
levels being desired for turn on. Now there may be a
great deal of wasted time in pursuing these things, as
logically the only thing to be expected by such a
technique might be a distorted sharply peaked AC
waveform. However that conclusion might not account
for the way the parametric switching might feedback to
the source feeding it, where such a circuit could
easily be tested for the no field configuration. If
more amperage developes than would be suspected by
making starting comparisons with what the no field
output is strictly for each isolated and wye
configuration and what the swtiched parmeter
requirements would create in actual amperage tests ,
such tests would show if any feasibility existed.

Meanwhile I am also pursing some more logical routes,
where the parametric no field currents from the stator
will be rerouted back into the field to self energize
it. When this was attempted before some time ago, it
resulted in a net cancellation of all currents. I will
send another letter to inform you of results as some
of these tests are made. HDN

=====
Tesla Research Group; Pioneering the Applications of Interphasal Resonances http://groups.yahoo.com/group/teslafy/

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