Return-Path: Received: from delivery.infowest.com ([204.17.177.5] verified) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 757225 for flyrotary@lancaironline.net; Thu, 24 Feb 2005 08:58:26 -0500 Received-SPF: pass receiver=logan.com; client-ip=204.17.177.5; envelope-from=fosborn@infowest.com Received: from infowest.com (209-33-200-173.dantooine-h2.d3c.infowest.net [209.33.200.173]) by delivery.infowest.com (Postfix) with ESMTP id A6C3B79DC5 for ; Thu, 24 Feb 2005 07:01:02 -0700 (MST) Message-ID: <421DDDA6.9090107@infowest.com> Date: Thu, 24 Feb 2005 06:59:02 -0700 From: Fred Osborn Reply-To: fosborn@infowest.com User-Agent: Mozilla/5.0 (Macintosh; U; PPC; en-US; rv:1.0.2) Gecko/20030208 Netscape/7.02 X-Accept-Language: en-us, en MIME-Version: 1.0 To: flyrotary@lancaironline.net Subject: flyrotary_Web_Archive Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit >Richard Sohn wrote: >We should not overlook the disadvantage of PM alternators. At higher operating speed, the not used >output will have to be dissipated. This is the main reason why automotive alternators are regulated by >the excitation system. Another disadvantage of PM devices is the hystersis losses in the stator laminations. At 6000 rpm continuous you could end up with a very warm stator. Actually, the ultimate answer to all this will probably be a switched reluctance integrated starter/alternator. Used with an EWP - no belts at all. Fred Osborn