Micro CoGen.

Are there any "Off-the-shelf" 48 volt alternators available?

Or is this something I need to have custom wound?

Can a 24 volt alternator be "pushed higher" to 48 volts with the right regulator?

I'd love to see some progress reports!

Belt drives can be STOUT. My Harley-Davidson produces nearly 90 lbs/ft of torque, and that is multiplied almost 4X when in 1st gear. Even on a 800 lb motorcycle with 220 lb rider, it will almost do a wheelie before the back tire breaks loose.

How does it compare (fuel/kw/hr) with your other units?

I have an Alliance APU from a semi-truck with a Kubota EA300 and was planning on doing a similar test as yours.

I'm surprised no one has answered this? I am planning to do the same thing.

I don't think it matters, really - - as long as you know how to get the output of the Balmar to the brushes in the alternator. You could use almost any alternator.

That is how the Balmar controller works: by controlling the field strength of the rotor (through the two brushes and copper slip rings)

Quote from: Randybee1 on August 17, 2014, 07:24:56 AM
What ever happened with this? If I recall there was going to be an order for Redstone parts.

I was always hoping to get a nice big order ready to place.

About a week or so before I was going to place the order I had a huge contract dumped in my lap I had to fulfill.
My ZS1110 has less than .5 hours of running time over the last two years!!

Never heard of these until today... have any of you any experience with these?   

$66 USD plus $9 S&H


DATAKOM AVR-5 ALTERNATOR VOLTAGE REGULATOR

http://www.ebay.com/itm/DATAKOM-AVR-5-ALTERNATOR-VOLTAGE-REGULATOR-/200506791571

DESCRIPTION

AVR-5 Voltage Regulator is an electronic device which lets the alternator to produce fixed output voltage. It has open chassis, resin molded design and is intended to be mounted in the alternator's terminal box.

AVR-5 measures the voltage between one of the alternator phases and the neutral point and adjusts the DC voltage applied to the excitation winding until reaching the desired voltage. The output stage of the device is a Half Wave thyristor output associated with a free wheeling diode. Basically the unit is compatible with all brushless type alternators. A stability adjustment potentiometer is also provided for this purpose.

The AVR-5 has a special relay-less electronic circuit design. The required minimum residual voltage for build up is 5 V- AC. The unit does not include moving parts;  therefore it is able to operate in highly vibrating environments.
The AVR-5 includes a low frequency protection circuit. This feature reduces the output voltage during overload or engine stop. Therefore the diesel engine is
protected from excessive torque generated by high start-up currents of large electrical equipments.

Similarly, the diesel engine may be stopped under load without damage. The easy connection scheme of the device allows fast and easy replacement.
FEATURES
    Half-Wave thyristor output
    0-5 amps. output current
    0-115 volts output voltage
    Relay-less circuit design
    Low frequency protection
    Built in voltage adjustment
    Stability adjustment
    Remote voltage adjustment feature
    Easy connection scheme
    Compatible with various types of alternators

OPERATION

The device operates on 230-volt phase-to-neutral voltage. The output voltage, as well as the internal supply voltage, is directly picked up from the input sensing voltage. The device needs 5 V-AC for startup.

The half wave thyristor output voltage is 115 volts maximum. During operation, the device continuously monitors the input voltage and increases/decreases the excitation voltage in order to maintain the input voltage to a constant value.

The AVR-5 keeps the alternator voltage change in minimum limits in case of a load change, and helps to reach the required voltage value quickly. The regulation is P-I type, the proportional reaction is fast and the slow acting integral reaction helps the unit to recover the precise set voltage. The stability potentiometer adjusts the reaction speed of the device. This helps the unit to comply with a large variety of alternators.

The AVR-5 is able to produce up to 5 amps continuous current output. The alternator voltage may be adjusted via the built in potentiometer. Also external voltage adjustment feature is provided, in this case the external potentiometer value shall be 1 kilo-ohms. The low frequency protection circuit shuts off the excitation voltage in order to prevent damage during engine stopping under load. The factory set value for the protection is 45Hz.

The alternator EXCITATION terminals shall not be connected to any point but the unit. The NEUTRAL and EXCITATION (+) points are internally connected.

INPUTS AND OUTPUTS
    PHASE-R: Alternator phase input.
    NEUTRAL: Alternator neutral input, internally connected to the Excitation(+) terminal.
    EXCITATION (+): Excitation winding (+) terminal, internally connected to the Neutral terminal.
    EXCITATION (- ): Excitation winding (-) terminal

TECHNICAL CHARACTERISTICS
    Phases: single phase ;
    Voltage Adjustment Range: 210-250 Volts min ;
    Frequency: 50/60Hz ;
    Frequency Protection Adj. Range: 40-50Hz ;
    Output Voltage: 0-115 volts DC at 230 volts ;
    Output Current: 5A continuous, 6A for 5sec forcing ;
    Residual Voltage For Build Up: 5 volts minimum ;
    Regulation: +/- 2% typical ;
    Power Output Stage: Half Wave thyristor ;
    Internal Fusing: 5A (fast acting fuse) ;
    Operating temperature: -10°C (14°F) to 60°C (140°F) ;
    Storage temperature: -20°C (-4°F) to 80°C (176°F) ;
    Maximum humidity: 95% non-condensing ;
    Dimensions: 125x68x35mm (L x W x H) ;
    Fixing centers: 115mm, 2xM6 ;
    Weight: 180 grams ;

Check out my other DATAKOM products for generator sets:
    J1939 Communication Units
    Synchronization Units
    Automatic Mains Failure Units
    Remote Start Units
    Manual Start Units
    Automatic Transfer Switches
    Battery Chargers
    Alternator Voltage Regulators
    Panel Measurement Units
    Earthquake Units
    Telecommunication Units
    Extension Units

Quote from: hwew on October 24, 2012, 04:23:37 PM
There are reasons for this.... There is a thing that is called crittical engine speed. It is best to keep engine harmonics / frequency within check.

OK, I understand everything you typed, and from an engineering standpoint all the info you presented should be, and indeed appears to be,  correct.

HOWEVER, in the last 40 years I have played with more air-cooled engines than I could ever count. I have not experienced "failures" that correlate to the possible issues that you stated could occur.

I WILL agree that small diesel engines, by all means, are very sensitive to the load placed on them at the specified RPM they are running at/should be running at/are rated at (critical speed). But gasoline engines, in practice, are actually pretty darn forgiving. I have never experienced unusual overheating problems due to reduced airflow, even at moderate loads (I NEVER mow my lawn at full throttle - EVER!)

And as far as efficiency goes - I say you are splitting hairs on that one.
If I run an air-cooled gasoline engine at 1800 RPM at half the load it is rated for at 3600 RPM, it's going to use about half as much gas. maybe a little more (guessing 5-10%?), but you and I won't be able to tell in the practical sense.

I do thank you for providing such useful information, but I believe cautioning someone against running their 3600 RPM "rated" engine at anything less than that speed is rather silly.

Quote from: mobile_bob on March 08, 2013, 05:37:30 PM
with the 555-110 limited to 8krpm continuous ....even then that is hauling ass for any large frame alternator

Thank you, Bob! I was having a hard time finding RPM limit info.

I am planning to run an 8-rib serpentine belt right off the rim of the flywheel (18") to spin my Leece-Neville (with 3" pulley) from a Chang Chai ZS1110. Anyone done anything similar?

Quote from: squarebob on February 26, 2012, 07:47:08 PM
I slowed down the Alt. RPM based on the performance curve I have for the unit  (see attachment). The engine is variable speed so I can run the alternator RPM from about 500 (and 0 output) up to about 2000 RPM.

A lot of folks caution against running the alternator too slow due to decreased fan speed/cooling air flow.

How hot does your alternator get under load when spinning so slow?

Quote from: oilburner on September 21, 2012, 11:01:49 AMCan you tell us about the motor?  Is it a motorcycle engine? 

It sounds like the 6.5HP (196cc-212cc) Harbor Freight engine. The Karting guys are getting 10HP out them easily.

1. Drain coolant
2. Place liquid coolant in large container or pot, and place it over a fire to warm it.
3. Pour warm coolant back into coolant hopper.  Engine will now start instantly!

I had a partial order for SWLEE ready in June/July, and the prices were reasonable enough I decided to add more parts to the order... then got busy at work before I could finish it. I have a ZS1110.

If anyone would like to "co-op" with me on a parts order to get the price of shipping lower (if possible) please contact me at: linctexpilot (a.t ) gmail do.t com  and put "Chinese diesel" or "Chang Fa parts" in the subject line. Hopefully we can work something out.

Everything in my cooling system is Iron. Wouldn't coolant slightly acidic help negate mineral deposits and rust from forming? Seems like it would be an advantage.

Newer cars have so many aluminum components in their cooling system, the acidic coolant slowly destroys the parts.  I see no problems running it in a system that was all iron.

Well, the summer projects are done, and it is time to start tinkerin' again.

Still haven't torn this engine down yet... any good source of Yanmar parts besides Deere & Co.??