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| | #16 |
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If you had 400Hz 3Φ in your shop it would be easy.
__________________ Inside every little problem, is a big problem trying to get out. | |
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| | #17 |
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I still say filter the alternator. Kill the noise at its source. why prune each leaf of a weed every time it grows a new one? Kill the root at its source. Still just a thought. If the system is a 30 amp. the capacitor values could only need to be a few 1000 uf and possibly not need a filter choke. Still just a thought. ------------------------------------------------------------------ True lazyness is the real motivator to do it right the first time! Doing it wrong, then doing it over is just misguided ambition! | |
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| | #18 | |
| Quote:
It would require putting a series choke of more than 100uH (that will not saturate at the max alternator current of 60A) between the alternator and the loads and battery. Electrically that might help, but practically, it would never fly. It raises all kinds of FAA certification issues due to modifying an existing design, and introduces several failure modes. Those large electrolytics hate elevated temperatures (engine compartment is over 130degF), and they hate vibration. Fusing the path to the electrolytic wont work because the resistance of the fuse is a few hundred mOhms, which kills its effectiveness as a bypass for the ripple currents. | ||
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| | #19 |
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Ah. computer caps do have rather poor high frequency response. Good point on the FAA regs though. Chase the ground loops it is! sure its just alternator? No feed back from the duel ignition circuits? | |
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| | #20 | |
| Quote:
It probably isn't necessary to disconnect the aircraft alternator when you connect up the external unit since the alternator is already looking at the battery voltage anyway.
__________________ Carl Curmudgeon Elektroniker | ||
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| Tags |
| alternator, circuit, simulator |
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