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Author Topic: Do commercial motors/generators produce eddies, why do builders build their own?  (Read 2344 times)

Offline Cadman

  • Sr. Member
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  • Posts: 258
But at least tell me this. How do you measure
".. electrical energy going through a DC motor.."?

Thanks,
bi

With a Hewlett-Packard model Five-Seven-One-Oh-A dual-column gas chro-mato-graph with flame analyzing de-tectors, of course.
 ::)

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Offline bistander

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  • Posts: 77
With a Hewlett-Packard model Five-Seven-One-Oh-A dual-column gas chro-mato-graph with flame analyzing de-tectors, of course.
 ::)

You won't even give me a serious answer to a simple sincere civil question so I might understand what it is you're talking about. Why is that? Can anyone tell or give me a hint? Maybe refer to an example of electrical energy going through a DC motor?
Regards,
bi

Offline bistander

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  • Posts: 77
This may be useful.
https://www.nidec.com/en-EU/technology/motor/basic/00001/

POWER FLOW IN MOTOR & IN GENERATOR


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Offline AllanV

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  • Posts: 52
You won't even give me a serious answer to a simple sincere civil question so I might understand what it is you're talking about. Why is that? Can anyone tell or give me a hint? Maybe refer to an example of electrical energy going through a DC motor?
Regards,
bi

When my children were young we had an electric train. There were the usual problems so a variable pulse width power supply was built and it had a frequency of 2.2Khz. A good improvement, but after some thought small capacitors were soldered onto the commutator segments to suppress the contact arcing. It is much like the ignition points on the older cars where a capacitor is absolutely necessary.

The lift in the motor speed with reduced current was apparent and the brush plate was then adjusted slightly as well.

The DC train motor was working in a sweet spot.

Offline AlienGrey

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  • Posts: 3176
It's not a capacitor on a car it's a combination with a resister and a capacitor, do you know why a resister is added as well  ?

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Offline Floor

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  • Posts: 1417
@ unsure


quote .. unsure
Do commercially available motors/generators produce electromagnetic-eddies/drag, why do builders build their own ?
end quote

1. There are, I suspect, as many different reasons why people, some times build a motor from scratch, as there are builders.  There is no single simple answer to your question.

quote .. unsure
There is only one rule in public overunity forums, if you have a looped/completely-self-powered device, you just don't upload it or detail it,  since everyone agrees that ownership of these devices must be kept to an absolute minimum, and definitely must not be owned by those who cannot build one or even fully understand how they work.
end quote

               Do you have one for sale ?

quote .. unsure
The unexplained thing is all these youtube videos, functioning  looped/completely-self-powered devices,  which are just 'too' simple to construct, 
end quote

1. There are a huge number of Bogus O.U. devices on you tube.
2. A huge number of these fakes, are extreamly easy to build your self.

quote .. unsure
who is paying for this endless array of devices to be built and uploaded onto youtube,  is it to create technical fog and confusion in wannabe makers so they won't be able to make a  successful looped/completely-self-powered device,  or is it just so people will subscribe to their youtube channel,  how profitable ( how much income can they receive per week ) from high subscriptions to their channels .
end quote

1. Youtube hits, for sure.  A few dollars goes a long way in some parts of the world.
2. Sure seems like it could perhaps be part of a disinformation effort, to me.
3. It makes the posters feel important.

   best wishes
       floor

Offline AllanV

  • Jr. Member
  • **
  • Posts: 52
It's not a capacitor on a car it's a combination with a resister and a capacitor, do you know why a resister is added as well  ?

Just from memory.

Not always both in combination. Older low compression engines did not have a resistor in series with the coil.

Starting problems can occur in a high compression engine with a weak ignition spark and it is normal practice to only add a resistor into the circuit once the engine is running. The coil's resistor when used reduces the current and voltage to the coil once the engine is started and running with the ignition key off the crank motor position.
A ballasted coil gets too hot to be used constantly without the resistor. The resistor can become faulty with age. The engine may crank and fire but when the key position changes the motor will misfire and probably stop. 

The capacitor is to maintain the integrity of the points and it also increases the coil voltage substantially. When the points open the current ceases to create the magnetic field which then collapses and continues to draw current across the opening points that burn with the arc that is produced. A bit like a welder. The capacitor diverts the current away from the points.

The capacitor must be matched to the coil and a lump of metal building on one side or the other of the contact surfaces of the points indicates whether the farad value of the capacitor needs to be greater or less.
When the points break or open, the spark occurs at the spark plug and this fires the mixture at the precise time which combusts in the engine chamber to produce pressure with the heat of the burn.

Memory tells me the advance weight mechanism and vacuum diaphragm on the distributor must work correctly as well, to get optimal starting and running performance, power and longevity from the IC engine.

 




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Offline AllanV

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The idea of a pulse motor was explored and the examples were Bedinni and Adams.
Their designs seemed to be working with such small amounts of power gain but claims of large gains in efficiency and overunity.

A mono pole, eight magnets, was built with 4 double wound coils. The magnets are on a 10inch (250mm) diameter

It takes 20watts 1.62A 12volt to drive it and the recovered pulse energy from it reaches 100volts with a 12000 ohm resistor, just over 1watt.
There is no significant torque produced. The 20watts used was due to the drag of the weak magnets on the four pole faces which could be compared to the residual or Eddie losses.

If one coil was used there would be less drag than the four. The coils are open and the pole gap is small. The magnets are not strong.

A separate 2 winding inductor was installed to store energy and to then send a reverse current through one stator winding to reverse the magnetic field instantly through a transformer action. The current flowed first through the stator windings and then through the separate 2winding inductor. There is a turns ration in both.
The performance changed significantly.
400volts recovered was achieved with an accelerating rotor. The input from a 12 volt battery had a diode and the voltage on a capacitor reached 70 volts before it was switched off. Both output and input of the transformer action, by reversing the current in one winding, gives a sharp increase in performance. If the power is recycled efficiency increases.

The magnetic drag on the rotor had been eliminated without using any extra input from the battery. In fact it was less because there is more resistance in the circuit. The speed increase shortens the pulse but there are more of them per time.

Rather than have a mono pole a motor could be developed to use DC with a repelling effect to make the residual field useful.
Magnets are not needed.

The torque developed is small when compared to the power but the electrical energy could be recycled.
An eccentric in the rotor could be an improvement because a mechanical advantage would break the magnetic drag.
There are definitely gains to be made with improved design but they will not be manufactured at any time soon.

The reason to study, experiment and build is to bypass the drag on the poles of the rotor.

 

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