 |
Claims  |
|
|
I claim:
1. In a regenerative feed-back system of the type having the output of a
multi-phase alternator coupled to its rotary field to self-excite the
alternator, an improved alternator of the type having a stationary stator
with a rotor concentrically located therein, comprising:
an annular structure formed of ferro-magnetic material defining an annular
stator core having a plurality of segments separated by slots which extend
in a direction parallel to the axis of said stator core; and
a multi-phase stator winding having for each phase a plurality of coils
extending around the stator core on the inside thereof, each of the coils
being of 13 A.W.G. electrically conductive wire and enclosing a selected
number of segments three turns, whereby each slot has six wires passing
through it.
2. The system of claim 1 wherein the stator core has 42 segments and each
of the coils encircles three segments, whereby each phase has 14 coils,
each having three turns.
3. The system of claim 2 wherein the alternator has three phases.
4. An alternator of the type having a stationary stator with a rotor
concentrically located therein, comprising:
an annular structure formed of ferro-magnetic material defining an annular
stator core having a plurality of segments separated by slots which extend
in a direction parallel to the axis of said stator core, and
a multi-phase stator winding having for each phase a plurality of coils
extending around the stator core on the inside thereof, each of the coils
being of 13 A.W.G. electrically conductive wire and enclosing a selected
number of segments three turns, whereby each slot has six wires passing
through it.
5. The alternator of claim 4 wherein the stator core has 42 segments and
each of the coils encircles three segments, whereby each phase has 14
coils, each having three turns.
6. The alternator of claim 5 wherein the alternator has three phases.
7. A system adapted to be coupled to a multi-phase rectified rotary field
system to increase the power and current through regenerative feedback,
comprising:
a DC power supply for normally exciting the rotary field of said
multi-phase system,
output means coupled to the output of said multi-phase system for applying
power to a load upon demand,
means responsive to current flow from the output of said multi-phase system
to a load for coupling the output of the multi-phase system to its rotary
field to self-excite the multi-phase system, and
means for electrically disconnecting the output of said DC power supply
from said rotary field when the output of said multi-phase system is
applied to said rotary field,
said multi-phase rectified rotary field system including an alternator of
the type having a stationary stator with a rotor concentrically located
therein and comprising:
an annular structure formed of ferro-magnetic material defining an annular
stator core having a plurality of segments separated by slots which extend
in a direction parallel to the axis of said stator core; and
a multi-phase stator winding having for each phase a plurality of coils
extending around the stator core on the inside thereof, each of the coils
being of 13 A.W.G. electrically conductive wire and enclosing a selected
number of segments three turns, whereby each slot has six wires passing
through it.
8. The system of claim 7 wherein the stator core has 42 segments and each
of the coils encircles three segments, whereby each phase has 14 coils,
each having three turns.
9. The system of claim 8 wherein the alternator has three phases.
10. A system adapted to be coupled to a multi-phase rectified rotary field
system to increase the power and current through regenerative feedback,
a DC power supply for normally exciting the rotary field of said
multi-phase system,
output means coupled to the output of said multi-phase system for applying
power to a load upon demand,
feedback circuitry including normally open switch means, coupled from the
output of said multi-phase system to the input of said rotary field,
control means responsive to current flow from the output of said
multi-phase system to a load for closing said switch means for applying
the output of said multi-phase system to its rotary field to self-excite
the multi-phase system, and
means for blocking the output of said DC power supply to said rotary field
when the output of said multi-phase system is applied to said rotary
field,
said multi-phase rectified rotary field system including an alternator of
the type having a stationary stator with a rotor concentrically located
therein and comprising:
an annular structure formed of ferro-magnetic material defining an annular
stator core having a plurality of segments separated by slots which extend
in a direction parallel to the axis of said stator core; and
a multi-phase stator winding having for each phase a plurality of coils
extending around the stator core on the inside thereof, each of the coils
being of 13 A.W.G. electrically conductive wire and enclosing a selected
number of segments three turns, whereby each slot has six wires passing
through it.
11. The system of claim 10 wherein the stator core has 42 segments and each
of the coils encircles three segments, whereby each phase has 14 coils,
each having three turns.
12. The system of claim 11 wherein the alternator has three phases.
13. A system to be coupled to the electrical system of a motor vehicle
having a DC power supply, a regulator, and an alternator-rectifier system
employed normally to charge the DC power supply and whose rotary field is
driven by the vehicle engine, said regulator being normally connected to
the rotary field of said alternator-rectifier system such that the rotary
field is normally excited by the DC power supply by way of the regulator,
the output of said alternator-rectifier system normally being connected to
the input of said regulator and to said DC power supply, said system
comprising:
output means to be coupled to the output of the alternator-rectifier system
for applying power to a work load upon demand,
feedback circuitry including normally open switch means coupled from the
output of the alternator-rectifier system and adapted to be coupled to the
rotary field,
means for disconnecting the regulator from the rotary field of said
alternator-rectifier system and for connecting said feedback circuitry to
said rotary field,
control circuitry to be connected to the output of the DC power supply and
to normally open relay contacts by way of a relay coil for controlling
said switch means in said feedback circuitry,
Dc power supply circuitry coupled from said DC power supply to said
feedback circuitry,
means for disconnecting the DC power supply from the output of said
alternator-rectifier system and for connecting the DC power supply to said
control circuitry and to said DC power supply circuitry,
means coupled to the output of said alternator-rectifier system for closing
said relay contacts in response to a load demand for energizing said relay
coil in said control circuitry for closing said switch means in said
feedback circuitry for completing a circuit from the output of said
alternator-rectifier system to said rotary field by way of said feedback
circuitry,
said DC power supply circuitry including means for blocking the output of
said DC power supply to said rotary field when the output of said
alternator-rectifier system is applied to said rotary field,
said alternator being of the type having a stationary stator with a rotor,
defining said rotary field, concentrically located therein and comprising,
an annular structure formed of ferro-magnetic material defining an annular
stator core having a plurality of segments separated by slots which extend
in a direction parallel to the axis of said stator core; and
a multi-phase stator winding having for each phase a plurality of coils
extending around the stator core on the inside thereof, each of the coils
being of 13 A.W.G. electrically conductive wire and enclosing a selected
number of segments three turns, whereby each slot has six wires passing
through it.
14. The system of claim 13 wherein the stator core has 42 segments and each
of the coils encircles three segments, whereby each phase has 14 coils,
each having three turns.
15. The system of claim 14 wherein the alternator has three phases. |
|
 |
|
 |
Claims |
|
|
|
Description |
|
|
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates in general to a system for increasing the power and
current from the electrical system of a motor vehicle for operating a load
such as a welding system, and in particular to an improved alternator for
this system.
2. Description of the Prior Art
In U.S. Pat. No. 3,770,976 issued to Stroud et al on Nov. 6, 1973, a
regenerative feedback system for a motor vehicle is described. The system
is operated off of the electrical system of a conventional motor vehicle
and is capable of producing a large current output for welding operations.
The system described therein utilizes a conventional motor vehicle
alternator. While that system is successful, applicant's wish to improve
the conventional alternator so as to increase the maximum current output
at a given RPM. Increased current allows welding to be conducted at a
lower engine RPM and with a larger rod size. It is also desirable to
reduce the reactance of the conventional motor vehicle alternator which
reduces the tendency for arcing between the switches in the system
described therein when the system goes from load to no-load.
Conventional automobile alternators utilize four turns per coil in the
stator and use 14.5 A.W.G. wire. The four turns per coil produces a
relatively high open circuit voltage at a low RPM, which is desirable for
charging of the battery while idling. Increasing the speed of the engine
increases the voltage and current output, however reactance also increases
with speed. The increased reactance at high speeds causes the current
under load to level off. Reducing the number of turns per coil lowers the
reactance, however the reduction also lowers the open circuit output
voltage.
SUMMARY OF THE INVENTION
It is an object of the present invention to provide an improved alternator
for use with a regenerative feedback system. The alternator has a
stationary stator with a revolving rotor located concentrically therein.
The stator is an annular structure of ferro-magnetic material with
segments separated by slots spaced around the structure. The stator
winding is of 13 A.W.G. wire and each coil is comprised of three turns.
Consequently although the open circuit output voltage is reduced as
compared to a conventional alternator, the resistance and reactance is
also reduced by the larger wire size and fewer turns, thereby increasing
the maximum current. The resulting relationship between output voltage and
output current provides the maximum power available for welding in a
feed-back application.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a vertical cross-sectional view of an alternator.
FIG. 2 is a schematic enlarged view from the inside of a stator of the
alternator of FIG. 1 in accordance with the present invention, with the
stator shown laid out.
FIG. 3 is a schematic enlarged view of the alternator of FIG. 1 in
accordance with the present invention.
FIG. 4 illustrates the electrical circuitry of the regenerative feed-back
system within which the alternator of FIG. 1 is a portion thereof.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to FIG. 1, a diode-rectified AC generator or alternator is
identified at 43, and includes a rotary field coil or rotor 43A and stator
43B. Stator 43B is carried rigidly by a case 171. Rotor 43A is rotatably
carried with respect to case 171 by a shaft 173 which is journaled by
roller bearings 175 and ball bearings 177 to case 171. Brackets 179 formed
in the case 171 are adapted to receive bolts for coupling the alternator
43 to mounting braces adjacent the motor vehicle engine (not shown). A
pulley 181 mounted to shaft 173 is adapted to receive a belt from the
motor vehicle engine for rotating the rotor 43A. Case 171 is approximately
53/4 inches in diameter and shaft 173 approximately 51/2 inches in length.
Shaft 173 has two conductors or slip-rings 183, 185 mounted rigidly to it
and insulated from each other and from the shaft. Slip-rings 183, 185 are
connected by conductors (not shown) to the rotor 43A. Carbon brushes 187,
189 are mounted to case 171 and are biased by springs 191, 193 into
sliding contact with the slip-rings 183, 185. Slip-rings 183, 185 and
brushes 187, 189 provide a connection, shown schematically as 95 in FIG.
4, for applying a DC exciting source to the rotor 43A. A diode-rectifier
system 195 (see FIG. 3) is attached to the inner side of the case 171 and
connected by conductors to the stator 43B for converting the AC output to
a pulsating output with a DC component.
Rotor 43A has a ferro-magnetic core 197, which is wrapped with several
layers of conductive wire 199 to form an electromagnet when excited. The
opposite sides of the core 197 have flanges which form north and south
poles 201, 203. The poles are formed into seven north poles and seven
south poles which bend over and mesh, but do not touch, with a
corresponding pole of the opposite polarity.
Stator 43B has an annular core 205 which is composed of a plurality of
stacked ferro-magnetic plates 207, FIG. 2. There are 42 slots 209, FIGS. 2
and 3, formed in the stator core 205. Slots 209 extend parallel to the
axis of the stator core 205 the full width of the core. The depth of the
slots 209 is slightly more than half of the radial thickness of the core.
In the preferred embodiment, stator core 205 is approximately 51/8 inches
in outside diameter, 3/4 inch wide longitudinally and 1/2 inch thick
radially. The slots 209 are approximately 3/8 inch deep, being 1/16 inch
wide at the entrance and 3/16 inch wide on the inner area. The 42 portions
between each slot 209 are designated segments 211. Rotor 43A is carried
within the stator core 205, with the poles 201, 203 being approximately
0.03 inch from segments 211.
Stator windings 219, 221 and 223 of electrically conductive wire are wound
to the stator core 205. As shown schematically in FIG. 2, the windings are
wound in slots 209, which have insulated inserts (not shown) placed
therein to prevent electrical contact with the wires. The windings in FIG.
3 are shown schematically with individual turns shown as loops, however
are actually layered on top of each other, with each loop encircling three
segments, as in FIG. 2. Furthermore, the windings are coated with
electrical insulation. FIG. 3 is a partial schematic view of the rotor 43A
and a stator 43B with the stator core 205 exaggerated in radial thickness
in order to show the windings more clearly. As FIG. 3 shows, there are
three separate windings 219, 221, 223, one for each phase of the
three-phase alternator. Each phase winding is wound completely around the
inner side of the stator core 205, with the end of each winding being
connected to the other phase windings, forming a "Y" connection, as shown
also in FIG. 4. The other ends of the phase windings do not contact the
"Y" junction and are connected to the diode-rectifier system 195, shown in
FIG. 4 as diode-rectifiers 71, 73, 75, 77, 79 and 81.
Referring to FIG. 2, a portion of one of the phase windings, indicated as
219, is schematically shown. Each phase winding is comprised of a series
of coils 225, each coil wrapped around three segments 211. Since there are
42 segments in the preferred embodiment, there will be fourteen coils in
each phase. Each coil has three turns or layers wrapped around the three
segments 211. Consequently, as indicated at numeral 227, there will be six
wires in each slot 209. All conventional alternators for motor vehicles
known to the inventor utilize four turns in each coil with eight wires in
each slot. Fewer turns reduces the reactance of the stator. The coils 225
of the windings should be wound as tightly as possible without flattening
the exposed curved ends. FIG. 2 shows the exposed ends as flat but in fact
they are curved.
As shown by the dashed lines 221, 223 in FIG. 2, the other phase windings
are identically wound, each being one slot offset from the other to place
the generated signals out of phase with each other. The wire used in the
stator winding is 13 A.W.G. (American Wire Gauge), which is 0.07196 inch
in diameter. Conventional alternators for motor vehicles utilize 14.5
A.W.G. which is approximately 0.06036 inch in diameter. Thicker wire size
allows a higher maximum current. The conversion from A.W.G. to inches is
derived from Buchsbaum's Complete Handbook of Practical Electronic
Reference Data, by William H. Buchsbaum (Prentice-Hall, Inc. 1973). The
alternator in the preferred embodiment, except for the stator windings is
manufactured by Delco-Remy, a division of General Motors, in Anderson,
Indiana. The alternator is known as a 10-S1 series/type 100. This type of
alternator is described on pages 2-85 of "Motor's Auto Repair Manual, 37th
Edition", published by Motor's, 250 West 55th Street, New York, N.Y.
Alternators manufactured by others of the same general characteristics may
be suitable as well.
In operation, a DC current source is supplied to the slip-rings 183, 185,
shown schematically in FIG. 3. This magnetizes the poles 201, 203. As the
rotor 43A is rotated by the motor vehicle engine, magnetic flux from each
pole 201, 203 cuts the coils 225 of the stator windings, inducing an AC
current into the stator 43B. This alternating current is rectified by the
rectifier system 195 to produce a pulsating voltage having a DC component.
The frequency of the pulsating component will be dependent upon the RPM of
the engine while the magnitude of the DC component will be dependent upon
the RPM of the engine as well as the electrical input to the rotary field
or rotor 43A.
This alternator is adapted to be utilized with a regenerative feed-back
system for increasing the power and current output for operating a work
load such as a welding unit. As described in U.S. Pat. No. 3,770,976, the
system may be permanently secured to a motor vehicle under its hood.
Referring to FIG. 4, the system 11 is illustrated in the dotted lines. It
has a plurality of leads 17 adapted to be coupled to the electrical system
of the motor vehicle as well as a lead 19 also to be coupled to the
electrical system. An anode plug 21 is provided for connection with a
cable 23 which is coupled to the electrode holder of a welding unit (not
shown). A ground cable 25 is attached by way of clamps to the frame of the
vehicle and to the metal to be welded.
The electrical leads 17 comprise leads 17A-17F and are employed for
connecting system 11 to the vehicle regulator 41, alternator-rectifier
system 43, and battery 45. Lead 19 connects the output of the
alternator-rectifier system 43 with the system 11 and to the anode plug
21. Each of the leads 17A-17F and lead 19 have connectors 17A'-17F' and
connector 19' respectively for allowing the leads to be connected to the
regulator 41, the alternator-rectifier system 43, and the battery 45 after
the system 11 has been installed.
The master switch is illustrated at 27 and controls ganged switches 27A and
27B when moved to its ON or OFF positions for switching the system 11 into
or out of the electrical system of the motor vehicle. Switch 27 is adapted
to contact either terminal 51 or 53, switch 27A contacts either terminal
55 or 57, while switch 27B contacts either terminal 59 or 61. In the ON
position of the switch 27 the switches 27, 27A and 27B will be in the
positions shown (in contact with terminals 53, 57, and 61 respectively) to
switch the power system 11 in for work load operations. In the OFF
position of the switch 27, the switches 27, 27A and 27B will be switched
to opposite positions (in contact with terminals 51, 55, and 59
respectively) to switch the system 11 out and to allow the motor vehicle
to be operated under normal driving conditions.
For normal driving operations switch 28 will be moved to the OFF position.
It will be switched to the ON position when welding thin gauge metals or
for power tool operations as will be described subsequently.
When the switch 27 is moved to the OFF position to switch the system 11 out
of the electrical system of the vehicle to allow the vehicle to operate
under normal driving conditions, the battery and alternator-rectifier
system output will be connected together and to the regulator which will
be connected to the rotor 43A of the alternator-rectifier system. Thus the
output of the alternator-rectifier system will be applied to maintain a
charge on the battery and the rotor 43A of the alternator-rectifier system
will be excited by the battery by way of the regulator.
As illustrated, the regulator 41 has a B terminal to be connected to the
ignition switch of the motor vehicle by way of conductor 91. In addition
F, R, and N terminals are also provided. In the OFF position of the switch
27 the F terminal of the regulator will be connected to the rotor 43A by
way of conductor 93, conductor 17A, switch 27, conductor 17B, and
conductor 95. Slip rings 183, 185, FIG. 1, are provided to allow the rotor
43A to be connected electrically to conductor 95 and to ground. The R
terminal of the regulator will be connected to the stator 43B by way of
conductor 97, conductor 17C, switch 27A, conductor 99, conductor 17D, and
conductor 101. The N terminal of the regulator will be connected to the
output 103 of the alternator-rectifier system and to battery 45.
Connection to output 103 will be by way of conductor 105, conductor 17F,
and conductor 19 while connection to battery 45 also will be by way of
switch 27B, conductor 17E and conductor 109.
In the normal operations of the alternator-rectifier system and regulator,
the regulator senses the voltage at the stator by way of terminal R and if
it increases beyond a certain level then the regulator reduces the input
applied to the rotor by way of terminal F thereby reducing the output of
the alternator-rectifier system. In the conventional motor vehicle
employing a 12 volt battery, the regulator limits the output of the
three-phase rectifier system to not greater than 15.5 volts DC to prevent
overcharging of the battery.
When the master switch 27 is moved to the ON position shown in FIG. 4, the
regulator 41 will be disconnected from the alternator-rectifier system 43
and the battery 45 will be disconnected from the regulator 41 and from the
output of the alternator-rectifier system. In addition, a feedback
circuitry will be connected from the output of the alternator-rectifier
system to the rotor 43A and which will allow the alternator-rectifier
system to be self-excited when the work load, coupled to the output of the
alternator-rectifier system, draws current. Self-excitation of the
alternator-rectifier system will provide increased power and current for
the load upon demand. The output will be a pulsating output having a DC
component.
The feed-back circuitry comprises conductor 121 coupled to conductor 19 and
to terminal 53. Coupled in the feed-back circuitry 121 is a normally open
switch 123, the fuse 31, a diode 127, and a capacitor 130 coupled to
ground. Also provided is a circuitry 131 coupled to terminal 61 and
including conductor 131A having a solenoid coil 133 coupled to a contact
135 which along with contact 137 form a normally open magnetic reed type
switch which is controlled by a solenoid coil 139 coupled in the output
19. The circuitry 131 also includes conductor 131B which is connected to
the feed-back circuitry by way of diode 141. Conductor 131B additionally
includes the pilot light 29.
For heavy welding operations, the vehicle's engine will be started and
master switch 27 then will be switched to the ON position to switch the
system 11 into the motor vehicle electrical system. Switch 28 will remain
in the OFF position. A manual throttle control (not shown) will be
adjusted to obtain the desired RPM of the engine and hence the desired
output voltage from the three-phase rectified system depending upon the
thickness of the material desired to be welded. A voltmeter 149 coupled to
the output 19 by way of conductor 151 and conductor 153 is provided to
allow the operator to monitor the output to obtain the desired voltage
output under no-load conditions.
When the master switch 27 is moved to the ON position to switch in the
system 11, switch 27 will disconnect the F terminal of the regulator 41
from the rotor and connect the feed-back circuitry 121 to the rotor
instead. Switch 27B will disconnect the battery 45 from output 19 and
connect the battery to circuitry 131. In addition, switch 27A will
disconnect the R terminal of the regulator from the stator windings 219,
221 and 223.
Under no-load conditions, contacts 135 and 137 will be open. In addition
the feed-back circuitry will be opened by normally open switch 123 and the
rotor 43A will be excited by the battery 45. The flow path from battery 45
to rotor 43A will be by way of conductor 109, conductor 17E, switch 27B,
conductor 131B, diode 141, feed-back circuitry 121, switch 27, conductor
17B and conductor 95. Pilot light 29 also will be energized when the rotor
is excited by battery 45. Under no-load conditions when the rotor is
excited by the battery, the voltage at 19 will be a function only of the
engine RPM while the current at the output will be zero. The current
supplied to the rotor 43A from battery 45 will be constant and will be
about 3 or 4 amps.
When welding operations are begun and an arc is struck, the coil 139 will
draw current to close contacts 135 and 137. When this occurs, the output
from the battery 45 will be applied to energize relay coil 133 to close
switch 123 thereby completing the feed-back circuitry from the output of
the alternator-rectifier system to the rotor 43A to self-excite the
alternator-rectifier system. The output from the three-phase rectified
system applied through the feed-back circuitry 121 will be at a greater
potential than the output of battery 45 whereby diode 141 will be reversed
biased and will block and terminate the battery output to the rotor 43A.
Thus the alternator-rectifier system will be completely self-excited to
produce an increase in output power and current.
In this respect under load conditions the current output of the
alternator-rectifier system depends on the magnetic flux density produced
by the rotor 43A and the RPM of the rotor. The voltage output depends on
the RPM and will be limited by the load. If the RPM is fixed as will be
the case for a given welding operation, the voltage output will drop from
no-load when an arc is struck and will be held at a certain level. The
current output, however, will vary dependent upon the RPM and flux density
produced by the rotor, the flux density of which will be a function of the
current applied to the rotor.
In normal welding operations, it has been found that the current
differential between a normal arc and a full short is about 10 amps. For
example if an electrode is to be operated at 60 amps maximum, 50 amps will
be consumed by the load, and 10 amps will be applied back to self-excite
the rotary field. This amount of current is more than double that applied
to the rotor when excited by the battery 45. The current at output 19
increases with the engine RPM, but the current applied back to the rotor
remains at approximately 10 amps. Hence when the rotor is self-excited by
the output of the three-phase rectified system a large amount of current
will be provided to allow heavy welding operations to be carried out. The
protective fuse 31 is provided to protect the rotor in the event that the
feed-back current rises above 15 amps.
Due to the AC component and other harmonics present in the output, the
welding electrode generally will not stick during normal welding
operations. If it does not stick and the electrode becomes grounded there
will be no feed-back since all of the current will be flowing to ground.
At this point the rotor will become excited by the battery. After the
electrode is broken free and an arc again struck feed-back again will be
applied to self-excite the rotor.
The purpose of the diode 127 is to prevent the output from the battery 45
being applied to the output 19. Capacitor 130 also is employed to obtain a
more constant DC level on the rotor from feed-back to protect the points
on the contacts of the relay switch 123. It also reduces the inductive
reactance of the rotor 43A.
Provision also is made to increase the voltage output of the three-phase
rectifier system to allow small power tools to be operated off of the
output as well as to allow welding to be carried out on thin gauge metal
which requires a large amount of voltage in order to lengthen the welding
arc so that lightweight materials can be welded at low current. In this
respect, a capacitor 161 is provided to be electrically coupled between
two diodes 79 and 81 of the stator winding and to ground by way of
conductor 163 when switch 28 is closed or moved to the ON position. When
switch 28 is closed, the capacitor 161 will charge and discharge as the
rotor cuts each of the stator windings. It has been found that the
capacitor 161 when coupled to ground will approximately increase the
voltage output under no-load conditions by 1.73. The current output
however will not be increased.
In obtaining the desired output at 19 for lightweight welding operations or
for power for small power tools by way of outlets 33, master switch 27
will be turned to the ON position and the throttle of the vehicle adjusted
until the voltage at the meter 149 reflects about 50 volts. The switch 28
will be turned to the ON position to increase by 1.73 this output voltage.
In one embodiment the components of the present system have the following
specifications.
______________________________________
Master Switch 27
A four pole double throw
switch
Feedback Relay A 12 volt DC coil type re-
Switch 123 and 133
lay with a double pole single
throw normally open switch
Fuse 31 15 amp 3 AG 32 volt feed-back
fuse and holder
Capacitor 130 1000 MFD, 50 volt DC elec-
trolylic capacitor
DIODE 127 and 141
20 amp 200 PIV
Meter 149 O-150V DC meter
Tool Outlet 33 115 volt, 15 amps, duplex
receptacle with weather-
proof cover
Reed Switch 135, 137
A magnetic reed switch,
and Relay Coil 139
inductor actuated and
encapsulated for line out-
put insertion (3A holding
and 1 amp switching reed)
Pilot light 29 A 12 volt lamp
Capacitor 161 1000 MFD, 50 volts
______________________________________
Although the present system is disclosed as being used with a three-phase
rectified rotary field system, it is to be understood that it can be used
with other multi-phase rectified rotary field systems.
It is to be understood, that the voltage output at 19 can be increased to
high levels by racing the engine to higher speeds. By the provision of the
capacitor 161 and the switch 28, however, the same high voltage output can
be obtained at lower engine speeds which will also maintain the current at
a lower value which is desirable when welding thin gauge metals.
In the event that the system is to be used only for operating small power
tools, then the feed-back circuitry 121, circuitry 131A, circuitry 131B,
and relay coil 139 and plug 21 may be eliminated. In addition terminal 61
may be tied directly to terminal 53.
The present system may be used for the following applications:
1. Electrical welding on steel with rod sizes up to 5/32" dia.
2. Electrical welding or brazing with rod sizes up to 5/32" dia.
3. Cast iron welding.
4. Aluminum welding (with the addition of a heli-arc torch unit using an
argon gas shroud).
5. Stainless Steel (with torch accessory).
6. Most types of brazing (with torch accessory).
7. Rapid charging of batteries up to 24 volts.
8. A power source for brush tools, saws, drills, lights, posthole diggers,
etc.
* * * * *
|
|
|
|
|
|
|
Description |
|
