Have you thought about the possibility of providing these for stationary off grid backup generators? There has been many issues with using regular 120/240v AC generators as well as efficiency losses. Having a clean and efficient direct generator to recharge 48Vdc battery packs would have many advantages for off grid solar systems.
For marine, we have a flat pancake 10-15kW unit we will be offering that bolts directly to front of engine and can be stacked 2 deep. These are 93% efficient. Yes, your idea of using similar for stationary power direct to 48VDC is good because of efficiency.
@@Safiery I am very interested in details on this stacked pancake version. How to wire it to charge a battery array, which is serving a solar array inverter, such that it can be programmed to begin charge at low voltage set point, and stop charge at high voltage set point. Please include details on any safety elements such as fuses or breakers. Specifically interested in interfacing to EG4 LL S Battery Array and EG4 18kPV inverters in parallel. This may be my next purchase!
@@Just_An_Idea_For_Consideration FYI I also have a 18Kpv inverter, but I used JK BMS based diy batteries for my 75Kwh array. So I would be really intersted in spefifications like how much HP at what RPM is needed just to have the alternator make maximum power. Since the 18Kpv can be paralleled I suspect the the only thing needed would be to protect the alternator with some diodes to only allow power to flow from the alternator and not from the mppts in the inverter into the alternator.
I had never heard of these hybrid alternators before on the market, proving you are never to old to learn. My first thought is the 'Scotty' is a second battery isolation device, not unlike the victron DC to DC couplers... but with loads more abiity..... and you mention it talks to victron... jaw dropping amazing. How close is a 7 or 10kw hybrid alternator going towards pushing the limits for belt drive before reliability issues start to cause concern, that would be my next big worry... But hay, 7 or 10kw power from your engine alternator is on a whole higher level to traditional fossil fuel propulsion applications.... it is just a shame this is evolving and getting really good about the same time fossil fuel use in propulsion starts its hyperbolic decline.... imagine what we could have done with this fifty years ago!
These are a result of Mild Hybrid vehicles. and yes, the technology development is fueled by automotive and aircraft industries...thats where the money is and because of the volume in automotive, becaome affordable parts. Then the puzzle is all in the software.
Once the battery bank is at the desired state of charge... Say 80-100%... Does the alternator's drag on the engine diminish? I.E. does the field coil have a feedback mechanism through the regulator, ultimately acting on a signal from the battery BMS? If it does, how much horsepower does the alternator / generator utilize when battery charging is not demanded?
Yes, the load on the engine is determined by the load requested from the battery. Having said that we have a "soft, Medium and hard" power control setting that scales that. I dont know the power it will consume with zero load. We will find out when we fire up our test rig later this month.
If you see the manufacture of these units, it is complex plus the rare earth magnets are expensive. Having said that these are 20-30% less per Watt produced compared to a standard 48V alternator at say 100A with an external regulator. So prices are falling.
@@Safiery You can justify it any way you like. We bothh know thease are high markup items. The off grid market is simply not going to pay multi thousand bux got a limited use alternator when one can buy a decent mains voltage unit for the same and usually less money. I guess when you cater so largely to the marine and RV market where people are used to paying stupid money for ordinary things that they have been groomed to think are expensive, you can sit pretty and charge what you like. Don't mean other people can see the igger picture and the products are completely over priced and not worth what is being charged for them. Real shame for the more awake and ever growing off grid market. Spose won't be long before the Chyneese see the opportunity and step into fill it with a lower priced and decent quality product with far less markup on it.
@@glumpy10I doubt the maritime market would by much they can’t fix themselves. And a 900kw generator with permanent magnets would be ludicrous. The ship I served on was only 500ft with no bow thrusters(which are electric). A 1000ft ship with three bow thrusters. I don’t think we are there with permanent magnets yet. Copper induction motors or iron core reluctance motors are also more sustainable because they lack permanent magnets. And your standard alternator is pretty efficient especially at large sizes.
Nice work. I've been thinking about this for a while, but after watching I'm left confused; can I also run the alternator from the 48V battery to drive the diesel reducing its fuel use - in other words can I use this to convert the sprinter to a light hybrid? Happy new year too.
Perfect Question and the answer is YES. It is a true inverter/controller and we can drive it as a mild hybrid. I want to thank you for raising this as I had forgotten about it when i did the video.
Posted a new video on the topic you raised. Thanks for the insightfulness. There was so much going on with power extraction and our test rig, i totally overlooked this possibility.
I'm assuming you would need a separate drive motor, while the alternator could be driven as a motor the belt tensioner would release and the belt would slip. I'd be interested in the mild hybrid concept powering the front axle- ie independent of the sprinter diesel drive train.
Good Question. At 50% of maximum RPM, the diesel engine is typically operating at a point of high thermal efficiency, near its sweet spot in the fuel map. Engines are often most fuel-efficient between 40-60% of their maximum RPM and load capacity. The increased load of a high power high efficiency hybrid alternator improves the engine's brake-specific fuel consumption (BSFC) slightly, as diesel engines are generally more efficient under higher load conditions within their optimal range. Hybrid Alternator Efficiency: Running the alternator at full load typically results in its peak efficiency (85%), minimizing losses in converting mechanical power to electrical energy. Engine Efficiency Impact: Adding the alternator load increases the engine's total load, potentially pushing it closer to its optimal operating point, which can slightly improve overall fuel efficiency.
Well im working website now, and its taking time. I think Ill move my new pages back to old website for short ternm so you can see marine options. We are dong first yanmar this month.
Yes, spot on. I'm building a test rig with 15kW variable speed drive to run these up and demonstrate. Seeing will be believing like our Scotty which does 3kW and is just over 1kg...
Im sorry that has been your experience. I have a great group of customers that just love the service. We obviously cant meet the service requirements of everyone.
Have you thought about the possibility of providing these for stationary off grid backup generators? There has been many issues with using regular 120/240v AC generators as well as efficiency losses. Having a clean and efficient direct generator to recharge 48Vdc battery packs would have many advantages for off grid solar systems.
For marine, we have a flat pancake 10-15kW unit we will be offering that bolts directly to front of engine and can be stacked 2 deep. These are 93% efficient. Yes, your idea of using similar for stationary power direct to 48VDC is good because of efficiency.
@@Safiery
I am very interested in details on this stacked pancake version.
How to wire it to charge a battery array, which is serving a solar array inverter, such that it can be programmed to begin charge at low voltage set point, and stop charge at high voltage set point.
Please include details on any safety elements such as fuses or breakers.
Specifically interested in interfacing to EG4 LL S Battery Array and EG4 18kPV inverters in parallel.
This may be my next purchase!
@@Just_An_Idea_For_Consideration FYI I also have a 18Kpv inverter, but I used JK BMS based diy batteries for my 75Kwh array. So I would be really intersted in spefifications like how much HP at what RPM is needed just to have the alternator make maximum power. Since the 18Kpv can be paralleled I suspect the the only thing needed would be to protect the alternator with some diodes to only allow power to flow from the alternator and not from the mppts in the inverter into the alternator.
We are building the Test Rig over next 2 weeks and we will see...
@@Just_An_Idea_For_Consideration Agree, would love to see also a video on them. There is a market for them.
Wow! That's sensational Bruce.
Thanks
some very impressive stuff
Thanks, its a long time in the making.
Hot damn I like the looks of this!
Thanks
I had never heard of these hybrid alternators before on the market, proving you are never to old to learn.
My first thought is the 'Scotty' is a second battery isolation device, not unlike the victron DC to DC couplers... but with loads more abiity..... and you mention it talks to victron... jaw dropping amazing.
How close is a 7 or 10kw hybrid alternator going towards pushing the limits for belt drive before reliability issues start to cause concern, that would be my next big worry...
But hay, 7 or 10kw power from your engine alternator is on a whole higher level to traditional fossil fuel propulsion applications.... it is just a shame this is evolving and getting really good about the same time fossil fuel use in propulsion starts its hyperbolic decline.... imagine what we could have done with this fifty years ago!
These are a result of Mild Hybrid vehicles. and yes, the technology development is fueled by automotive and aircraft industries...thats where the money is and because of the volume in automotive, becaome affordable parts. Then the puzzle is all in the software.
Add a heat exchanger thru your hot water system like boats do to gain same free hot water to boot
Great Idea...thank you.
What cars are these Alternators fitted too?
Google search shows me anything but 48v Synchronous Permanent Magnet Hybrid Alternators.
Look at Audi, Mercedes Benz BSG's
Once the battery bank is at the desired state of charge... Say 80-100%... Does the alternator's drag on the engine diminish? I.E. does the field coil have a feedback mechanism through the regulator, ultimately acting on a signal from the battery BMS?
If it does, how much horsepower does the alternator / generator utilize when battery charging is not demanded?
Yes, the load on the engine is determined by the load requested from the battery. Having said that we have a "soft, Medium and hard" power control setting that scales that. I dont know the power it will consume with zero load. We will find out when we fire up our test rig later this month.
It's a pitty these things are so ridicilously expensive. At a reasonable price these things would be vaccumed up by the growing off grid market.
If you see the manufacture of these units, it is complex plus the rare earth magnets are expensive. Having said that these are 20-30% less per Watt produced compared to a standard 48V alternator at say 100A with an external regulator. So prices are falling.
@@Safiery You can justify it any way you like. We bothh know thease are high markup items.
The off grid market is simply not going to pay multi thousand bux got a limited use alternator when one can buy a decent mains voltage unit for the same and usually less money.
I guess when you cater so largely to the marine and RV market where people are used to paying stupid money for ordinary things that they have been groomed to think are expensive, you can sit pretty and charge what you like.
Don't mean other people can see the igger picture and the products are completely over priced and not worth what is being charged for them.
Real shame for the more awake and ever growing off grid market.
Spose won't be long before the Chyneese see the opportunity and step into fill it with a lower priced and decent quality product with far less markup on it.
@@glumpy10I doubt the maritime market would by much they can’t fix themselves. And a 900kw generator with permanent magnets would be ludicrous. The ship I served on was only 500ft with no bow thrusters(which are electric). A 1000ft ship with three bow thrusters. I don’t think we are there with permanent magnets yet. Copper induction motors or iron core reluctance motors are also more sustainable because they lack permanent magnets. And your standard alternator is pretty efficient especially at large sizes.
Can these things be used as e-chargers to assist the engine or starter motors in start stop applications?
Yes look at my next video and I spend all of it on Mild Hybrid and Start/Stop
Nice work. I've been thinking about this for a while, but after watching I'm left confused; can I also run the alternator from the 48V battery to drive the diesel reducing its fuel use - in other words can I use this to convert the sprinter to a light hybrid? Happy new year too.
Perfect Question and the answer is YES. It is a true inverter/controller and we can drive it as a mild hybrid. I want to thank you for raising this as I had forgotten about it when i did the video.
This is something I was curious about as well.
Posted a new video on the topic you raised. Thanks for the insightfulness. There was so much going on with power extraction and our test rig, i totally overlooked this possibility.
I'm assuming you would need a separate drive motor, while the alternator could be driven as a motor the belt tensioner would release and the belt would slip. I'd be interested in the mild hybrid concept powering the front axle- ie independent of the sprinter diesel drive train.
Good Point. and I dont know how the belt will work driving power rather than extracting it. We will soon find out. Im optimistic.
Is there an option for Sprinters without the N62 bracket?
Just buy the bracket but otherwise it’s the Scotty AI at 3000W from Sprinter 12v factory alternator
How good is that!
Thanks
How much load do they put on the engine? Do they effect feul economy?
Good Question. At 50% of maximum RPM, the diesel engine is typically operating at a point of high thermal efficiency, near its sweet spot in the fuel map.
Engines are often most fuel-efficient between 40-60% of their maximum RPM and load capacity. The increased load of a high power high efficiency hybrid alternator improves the engine's brake-specific fuel consumption (BSFC) slightly, as diesel engines are generally more efficient under higher load conditions within their optimal range.
Hybrid Alternator Efficiency: Running the alternator at full load typically results in its peak efficiency (85%), minimizing losses in converting mechanical power to electrical energy.
Engine Efficiency Impact: Adding the alternator load increases the engine's total load, potentially pushing it closer to its optimal operating point, which can slightly improve overall fuel efficiency.
is this available in an AD244 frame?
Out of the box, no at this stage. But looking at the AD244 frame and its close to the SHSA4802.
Website and timeframe for marine?
Well im working website now, and its taking time. I think Ill move my new pages back to old website for short ternm so you can see marine options. We are dong first yanmar this month.
Can we get one for VWs? I want to put one on a 1.9 TDI.
Maybe... once we get a few installs under our belt we will know fairly quickly how we can adapt.
And price
On our website... the 10k unit for sprinter with 1500W to 12V side is AUD7.5K or US$4,660
How good is that?
Thanks
Amazing to think that you truly believe it will constantly deliver 8KW. A real 8KW generator is massive compared to your alternator
Yes, spot on. I'm building a test rig with 15kW variable speed drive to run these up and demonstrate. Seeing will be believing like our Scotty which does 3kW and is just over 1kg...
@@Safiery Make sure you also measure the KW's needed to drive the alternator, it'll blow your mind........... Efficiency of like 30%
@@JeroenVissers We have calculated 85% efficiency. And yes, we we run it on the rig, we will now for sure.
Take everything back to edisons dc generation, couple it to todays inverter tec,
yep, he was on the money for efficiency.
It's a shame your service & after sales service is rubbish.
Im sorry that has been your experience. I have a great group of customers that just love the service. We obviously cant meet the service requirements of everyone.