Misplaced Pages

#951048

46-508: FVV may refer to: Groups and organizations [ edit ] FVV (German: Forschungsvereinigung Verbrennungskraftmaschinen e.V. ; English: Research Association for Combustion Engines eV ) FVV (Budapest), trambus operator, predecessor to Budapesti Közlekedési Zrt. Frankfurter Verkehrsverbund, predecessor to Frankfurt U-Bahn Vehicles [ edit ] FVV (armoured car fighting vehicle), see List of armored fighting vehicles of

92-543: A Rankine Cycle: The German company has been one of the first major to study exhaust heat recovery with a Rankine system called Turbosteamer . The 2016 Chevrolet Malibu Hybrid car features an Exhaust gas Heat Recovery (EGHR) system to accelerate coolant heat up time. This gives faster heat up of the engine coolant which in turn heats up the engine faster. Less fuel is used giving reduced emissions. This will also quicken cabin heating warm up for passenger comfort and window defrosting. For hybrid applications, it also can warm

138-423: A rotating magnetic field with a stationary armature . Occasionally, a linear alternator or a rotating armature with a stationary magnetic field is used. In principle, any AC electrical generator can be called an alternator, but usually, the term refers to small rotating machines driven by automotive and other internal combustion engines. An alternator that uses a permanent magnet for its magnetic field

184-415: A rotating magnet, called the rotor , turns within a stationary set of conductors, called the stator , wound in coils on an iron core. The field cuts across the conductors, generating an induced EMF (electromotive force), as the mechanical input causes the rotor to turn. The rotating magnetic field induces an AC voltage in the stator windings. Since the currents in the stator windings vary in step with

230-416: A small amount of electricity, just enough to excite the field coils of the connected alternator to generate electricity. A variation of this system is a type of alternator that uses direct current from a battery for initial excitation upon start-up, after which the alternator becomes self-excited. This method of excitation consists of a smaller alternating-current (AC) generator fixed on the same shaft as

276-429: A system called Trenergy dedicated to improve train fuel efficiency . Fuel efficiency, reduction of CO 2 emissions , reliability, and costs are necessary parts of Formula 1 manufacturers’ strategies. Automobile sport is also a good place to trial and assess technologies that, once made reliable, and with costs reduced by experience in production , can be adapted to private cars. Formula 1 constructors produced one of

322-490: Is N = 120 f / P {\displaystyle N=120f/P} , where f {\displaystyle f} is the frequency in Hz (cycles per second). P {\displaystyle P} is the number of poles (2, 4, 6, …), and N {\displaystyle N} is the rotational speed in revolutions per minute (r/min). Old descriptions of alternating current systems sometimes give

368-442: Is a type of alternator that uses direct current from a battery for initial excitation upon start-up, after which the alternator becomes self-excited. This method depends on residual magnetism retained in the iron core to generate a weak magnetic field, which would allow a weak voltage to be generated. This voltage is used to excite the field coils so the alternator can generate stronger voltage as part of its build up process. After

414-423: Is also an option to recover heat from the exhaust pipe, but has not been put to practical use in modern cars. Facing the new American, European, Japanese or Chinese regulation, more and more stringent concerning CO 2 emissions, exhaust heat recovery sounds like one of the most efficient ways to recover a free energy, since heat is generated in many ways by the engine. Numerous companies develop systems based upon

460-411: Is called a magneto . Alternators in power stations driven by steam turbines are called turbo-alternators. Large 50 or 60 Hz three-phase alternators in power plants generate most of the world's electric power, which is distributed by electric power grids . Alternating current generating systems were known in simple forms from the discovery of the magnetic induction of electric current in

506-509: Is different from Wikidata All article disambiguation pages All disambiguation pages Exhaust heat recovery system#FVV While technological improvements have greatly reduced the fuel consumption of internal combustion engines , the peak thermal efficiency of a 4-stroke Otto cycle engine is around 35%, which means that 65% of the energy released from the fuel is lost as heat. High speed Diesel cycle engines fare better with around 45% peak efficiency, but are still far from

SECTION 10

#1732794362952

552-409: Is fed into the rotating field coils through the voltage regulator (VR). This increases the magnetic field around the field coils, which induces a greater voltage in the armature coils. Thus, the output voltage is brought back up to its original value. Alternators used in central power stations also control the field current to regulate reactive power and to help stabilize the power system against

598-448: Is that a small DC exciter current indirectly controls the output of the main alternator. Another way to classify alternators is by the number of phases of their output voltage. The output can be single phase or polyphase. Three-phase alternators are the most common, but polyphase alternators can be two-phase, six-phase, or more. The revolving part of alternators can be the armature or the magnetic field. The revolving armature type has

644-480: The Alexanderson alternator were developed as longwave radio transmitters around World War 1 and used in a few high power wireless telegraphy stations before vacuum tube transmitters replaced them. A conductor moving relative to a magnetic field develops an electromotive force (EMF) in it ( Faraday's Law ). This EMF reverses its polarity when it moves under magnetic poles of opposite polarity. Typically,

690-454: The maximum theoretical efficiency , with 55% of the fuel energy content rejected as heat. Rankine cycle systems vaporize pressurised water using a steam generator located in the exhaust pipe. As a result of the heating by exhaust gases, the fluid is turned into steam. The steam then drives the expander of the Rankine engine, either a turbine or pistons. This expander can be directly tied to

736-401: The prime mover turns an alternator which provides electricity for the traction motors (AC or DC). The traction alternator usually incorporates integral silicon diode rectifiers to provide the traction motors with up to 1,200 volts DC. The first diesel electric locomotives, and many of those still in service, use DC generators as, before silicon power electronics, it was easier to control

782-450: The 1830s. Rotating generators naturally produced alternating current, but since there was little use for it, it was normally converted into direct current via the addition of a commutator in the generator. The early machines were developed by pioneers such as Michael Faraday and Hippolyte Pixii . Faraday developed the "rotating rectangle", whose operation was heteropolar – each active conductor passed successively through regions where

828-641: The Soviet Union Facilities Verification Vehicle an Apollo module used in the Saturn IB display a Saturn V rocket used for SA-500F FV-V, a series of tractors from Farmall France Other uses [ edit ] Fred VanVleet (born 1994), U.S. basketball player See also [ edit ] [REDACTED] Search for "fvv" on Misplaced Pages. FV (disambiguation) FW (disambiguation) FV2 (disambiguation) Topics referred to by

874-442: The alternator. The AC stator generates a small amount of field coil excitation current, which is induced in the rotor and rectified to DC by a bridge rectifier built in to the windings where it excites the field coils of the larger connected alternator to generate electricity. This system has the advantage of not requiring brushes, which increases service life, although with a slightly lower overall efficiency. A variation of this system

920-438: The armature wound on the rotor, where the winding moves through a stationary magnetic field. The revolving armature type is not often used. The revolving field type has a magnetic field on the rotor to rotate through a stationary armature winding. The advantage is that then the rotor circuit carries much less power than the armature circuit, making the slip ring connections smaller and less costly; only two contacts are needed for

966-504: The battery pack. In the US highway cycle, the Rankine cycle system regenerated three times as much energy as the vehicle's regenerative braking system. A French company, Exoès is specialized in designing and manufacturing exhaust heat recovery systems based on Rankine Cycles. The system EVE, Energy Via Exhaust, leads to fuel savings from 5 up to 15%. Barber-Nichols Inc. develops Rankine technologies for vehicles. The German consortium unites

SECTION 20

#1732794362952

1012-429: The battery pack. The cooling system is connected to a heat exchanger placed in the exhaust gas transferring the thermal energy from the exhaust gas to the cooling system. When the engine is warmed up the exhaust gas is diverted to a by-pass pipe. Honda also develops a module based on a Rankine Cycle to improve overall efficiency of hybrid vehicles, by recovering the heat of the engine and turning it into electricity for

1058-410: The battery to adjust the charging voltage and an over-temperature sensor on the actual alternator to protect it from overheating. High-frequency alternators of the variable-reluctance type were applied commercially to radio transmission in low-frequency radio bands. These were used for transmitting Morse code and, experimentally, for transmitting voice and music. In the Alexanderson alternator , both

1104-446: The cost of the magnet material. Since the permanent magnet field is constant, the terminal voltage varies directly with the speed of the generator. Brushless AC generators are usually larger than those used in automotive applications. An automatic voltage control device controls the field current to keep the output voltage constant. If the output voltage from the stationary armature coils drops due to an increase in demand, more current

1150-562: The crankshaft of the thermal engine or linked to an alternator to generate electricity. UK researchers at Loughborough University and the University of Sussex concluded that waste heat from light-duty vehicle engines in a steam power cycle could deliver fuel economy advantages of 6.3% – 31.7%, depending upon drive cycle, and that high efficiencies can be achieved at practical operating pressures. A second technology, thermoelectric generators ( Seebeck -, Peltier -, Thomson effects)

1196-510: The development of these early AC generating systems was accompanied by the first use of the word "alternator". Supplying the proper amount of voltage from generating stations in these early systems was left up to the engineer's skill in "riding the load". In 1883 the Ganz Works invented the constant voltage generator that could produce a stated output voltage, regardless of the value of the actual load. The introduction of transformers in

1242-418: The direct-current rotor, whereas often a rotor winding has three phases, and multiple sections which would each require a slip-ring connection. The stationary armature can be wound for any convenient medium voltage level, up to tens of thousands of volts; manufacture of slip ring connections for more than a few thousand volts is costly and inconvenient. Many alternators are cooled by ambient air, forced through

1288-401: The effects of momentary faults . Often, there are three sets of stator windings, physically offset so that the rotating magnetic field produces a three phase current, displaced by one-third of a period with respect to each other. One cycle of alternating current is produced each time a pair of field poles passes over a point on the stationary winding. The relation between speed and frequency

1334-463: The enclosure by an attached fan on the shaft that drives the alternator. In vehicles such as transit buses, a heavy demand on the electrical system may require a large alternator to be oil-cooled. In marine applications water-cooling is also used. Expensive automobiles may use water-cooled alternators to meet high electrical system demands. Most power generation stations use synchronous machines as their generators. The connection of these generators to

1380-423: The first exhaust heat recovery systems, and nowadays these devices are essential parts of embedded technologies on F1 . Heat recovery was scheduled to become mandatory in the 2014 F1 Championship. Alternator An alternator is an electrical generator that converts mechanical energy to electrical energy in the form of alternating current . For reasons of cost and simplicity, most alternators use

1426-407: The frequency in terms of alternations per minute, counting each half-cycle as one alternation ; so 12,000 alternations per minute corresponds to 100 Hz. An alternator's output frequency depends on the number of poles and the rotational speed. The speed corresponding to a particular frequency is called the synchronous speed . This table gives some examples: Alternators may be classified by

FVV - Misplaced Pages Continue

1472-665: The fuel consumption by reducing the load on the alternator. Double Arrow Engineerings ' WildFire Heat Recovery System (WFHRS) is under development and utilizes wasted heat from both coolant and exhaust. This system mechanically adds power back to the drive-line, utilizing a Rankine engine as the energy conversion method. The WFHRS is designed for a variety of different applications, both fixed and variable RPM, aftermarket and OEM applications, but generally geared toward larger equipment such as large on-highway trucks, diesel generators, large buses and motor-homes, marine vessels, medium duty trucks, etc. IFPEN, Enogia and Alstom are developing

1518-432: The initial AC voltage buildup, the field is supplied with rectified voltage from the alternator. A brushless alternator is composed of two alternators built end-to-end on one shaft. Until 1966, alternators used brushes with rotating field. With the advancement in semiconductor technology, brushless alternators are possible. Smaller brushless alternators may look like one unit, but the two parts are readily identifiable in

1564-429: The large versions. The main alternator is the larger of the two sections, and the smaller one is the exciter. The exciter has stationary field coils and a rotating armature (power coils). The main alternator uses the opposite configuration with a rotating field and stationary armature. A bridge rectifier , called the rotating rectifier assembly, is mounted on the rotor. Neither brushes nor slip rings are used, which reduces

1610-482: The magnetic field was in opposite directions. Lord Kelvin and Sebastian Ferranti also developed early alternators, producing frequencies between 100 and 300 Hz . The late 1870s saw the introduction of the first large-scale electrical systems with central generation stations to power Arc lamps , used to light whole streets, factory yards, or the interior of large warehouses. Some, such as Yablochkov arc lamps introduced in 1878, ran better on alternating current, and

1656-529: The majority of internal combustion engine manufacturers across the world. Two task forces are currently studying exhaust heat recovery systems on passenger cars. Renault Trucks: As a part of the All For Fuel Eco Initiative, Renault Trucks studies a Rankine system for long distance vehicles that could lead to 10% fuel savings. The goal is to produce enough energy to feed the components and electronic auxiliaries with electricity and reduce

1702-446: The method of excitation, number of phases, the type of rotation, cooling method, and their application. There are two main ways to produce the magnetic field used in the alternators: by using permanent magnets , which create their persistent magnetic field, or by using field coils . The alternators that use permanent magnets are specifically called magnetos . In other alternators, wound field coils form an electromagnet to produce

1748-451: The mid-1880s led to the widespread use of alternating current and the use of alternators needed to produce it. After 1891, polyphase alternators were introduced to supply currents of multiple differing phases. Later alternators were designed for various alternating current frequencies between sixteen and about one hundred hertz for use with arc lighting, incandescent lighting, and electric motors. Specialized radio frequency alternators like

1794-435: The number of wearing parts. The main alternator has a rotating field and a stationary armature (power generation windings). Varying the amount of current through the stationary exciter field coils varies the 3-phase output from the exciter. This output is rectified by a rotating rectifier assembly mounted on the rotor, and the resultant DC supplies the rotating field of the main alternator and hence alternator output. The result

1840-440: The position of the rotor, an alternator is a synchronous generator. The rotor's magnetic field may be produced by permanent magnets or by a field coil electromagnet. Automotive alternators use a rotor winding, which allows control of the alternator's generated voltage by varying the current in the rotor field winding. Permanent magnet machines avoid the loss due to magnetizing current in the rotor, but are restricted in size due to

1886-531: The power may be split between the engine starting battery and the domestic or house battery (or batteries) by use of a split-charge diode ( battery isolator ) or a voltage-sensitive relay. Due to the high cost of large house battery banks, Marine alternators generally use external regulators. Multistep regulators control the field current to maximize the charging effectiveness (time to charge) and battery life. Multistep regulators can be programmed for different battery types. Two temperature sensors can be added: one for

FVV - Misplaced Pages Continue

1932-417: The rotating magnetic field. A device that uses permanent magnets to produce alternating current is called a permanent magnet alternator (PMA). A permanent magnet generator (PMG) may produce either alternating current or direct current if it has a commutator . This method of excitation consists of a smaller direct-current (DC) generator fixed on the same shaft as the alternator. The DC generator generates

1978-414: The salt-water environment. Marine alternators are designed to be explosion proof (ignition protected) so that brush sparking will not ignite explosive gas mixtures in an engine room environment. Depending on the type of system installed, they may be 12 or 24 volts. Larger marine diesels may have two or more alternators to cope with the heavy electrical demand of a modern yacht. On single alternator circuits,

2024-513: The same term [REDACTED] This disambiguation page lists articles associated with the title FVV . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=FVV&oldid=1254268425 " Category : Disambiguation pages Hidden categories: Articles containing German-language text Articles containing explicitly cited English-language text Short description

2070-506: The speed of DC traction motors. Most of these had two generators: one to generate the excitation current for a larger main generator. Optionally, the generator also supplies head-end power (HEP) or power for electric train heating . The HEP option requires a constant engine speed, typically 900 r/min for a 480 V 60 Hz HEP application, even when the locomotive is not moving. Marine alternators used in yachts are similar to automotive alternators, with appropriate adaptations to

2116-482: The utility grid requires synchronization conditions to be met. Alternators are used in modern internal combustion engine automobiles to charge the battery and to power the electrical system when its engine is running. Until the 1960s, automobiles used DC dynamo generators with commutators . With the availability of affordable silicon-diode rectifiers, alternators were used instead. In later diesel-electric locomotives and diesel electric multiple units ,

#951048