hvac050
Specifier/Regulator
- Dec 8, 2006
- 1
I think this thing is a fake but need your help to prove it.
to me it looks like a standard gen. motor nothing new.
this is what he said:
Flux is another name for electro magnetic power flow .
There are two different types of flux-flow for motors and generators they are radial flux and axial flux. The direction of the flux is the issue. The flux direction is determent by the way the magnet is placed. So a radial flux system has the magnet positioned that the magnetic flux flows away from the rotating axis and the axial flux system has the magnets positioned that the magnetic flux flows parallel to the rotating axis. This is why radial systems are like long cylinders and axial systems are like pancakes.
This means that in an axial flux system the magnets are layered in a rotating disc and the windings are layered stationary between the rotating magnet discs. This configuration allows more magnetic flux to expose itself to the windings therefore transferring more power per pulse. Think of it as a bigger heat sink the larger the heat sink surface you touch the more heat you can transfer.
This configuration has one major drawback for generators. In order to have a large working magnet surface the magnets have to be placed far away from the center of the rotating axis this means you need a high break away torque to start the engine because you have to overcome the residual holding power of the magnets. Think of it like a crowbar the longer the handle the more you can lift now this is in reverse the further out the magnets are the more breakaway torque as well as continuous torque you need.
This is the reason why they think that the pairing of the axial flux generator (needs a lot of torque) with the axial vector motor(has a lot of torque) is so great.
I personally don’t believe that the efficiency of an axial flux generator or motor can be any higher than 98 percent because of EMF (Electro magnetic frequency)
Let me explain what happens in the windings. As the windings pass trough the magnetic flux the electrons in the copper windings are being charged either positive or negative.The closer the windings to the magnets and the more electrons are being charged. So lets say there are 100 electrons in the winding and all 100 are charged positive the moment we change polarity all of them will discharge and an electric pulse is the result. The problem is that whenever electrons flows in a wire a magnetic field (looks like a corkscrew) builds around the wire. So each electric pulse also creates a magnetic pulse (EMF). So based on the position of the windings this magnetic pulse will induce an electric charge in the adjoining winding much like the generator magnet itself. Since the pulse on the adjoining winding is always opposite it will now inhibit electrons to charge themself, therefore reducing the power of the electrical pulse.
EMF can be counteracted by smart placement of the windings and by insulation between the winding stacks but it cannot be completely eliminated. Therefore I state that only 98 percent efficiency is possible in a motor or generator application. (Most radial systems have an efficiency of 92 percent)
One-kilowatt hour is 3412.141 BTU
FADEC means Fully Authorized Digital Engine Control
Fancy name for saying that you have an electronic throttle. What that means you don’t have a mechanical throttle that controls your fuelf low it is done via a computer so if you want more RPM you move your throttle (rheostat) and based on the voltage output of the rheostat the computer will add more fuel based on a measure of the exhaust gases to stay as close as possible to stoichometric fuel air ratio (14.7:1) meaning that the fuel air mixture should always be perfect to lean and never be rich because you would blow your fuel unburned out the exhaust.
In conjunction with the generator this control can throttle the engine based on electrical demand. It does make the engine a lot more efficient.
As of the engine friction (its not my engine!!!!) the internal friction of the roller cam power transmission based on simulations that I have seen are about 20 percent lower than those of standard crank shaft engines but I really can not confirm that since I have not seen actual data from the running engine.
to me it looks like a standard gen. motor nothing new.
this is what he said:
Flux is another name for electro magnetic power flow .
There are two different types of flux-flow for motors and generators they are radial flux and axial flux. The direction of the flux is the issue. The flux direction is determent by the way the magnet is placed. So a radial flux system has the magnet positioned that the magnetic flux flows away from the rotating axis and the axial flux system has the magnets positioned that the magnetic flux flows parallel to the rotating axis. This is why radial systems are like long cylinders and axial systems are like pancakes.
This means that in an axial flux system the magnets are layered in a rotating disc and the windings are layered stationary between the rotating magnet discs. This configuration allows more magnetic flux to expose itself to the windings therefore transferring more power per pulse. Think of it as a bigger heat sink the larger the heat sink surface you touch the more heat you can transfer.
This configuration has one major drawback for generators. In order to have a large working magnet surface the magnets have to be placed far away from the center of the rotating axis this means you need a high break away torque to start the engine because you have to overcome the residual holding power of the magnets. Think of it like a crowbar the longer the handle the more you can lift now this is in reverse the further out the magnets are the more breakaway torque as well as continuous torque you need.
This is the reason why they think that the pairing of the axial flux generator (needs a lot of torque) with the axial vector motor(has a lot of torque) is so great.
I personally don’t believe that the efficiency of an axial flux generator or motor can be any higher than 98 percent because of EMF (Electro magnetic frequency)
Let me explain what happens in the windings. As the windings pass trough the magnetic flux the electrons in the copper windings are being charged either positive or negative.The closer the windings to the magnets and the more electrons are being charged. So lets say there are 100 electrons in the winding and all 100 are charged positive the moment we change polarity all of them will discharge and an electric pulse is the result. The problem is that whenever electrons flows in a wire a magnetic field (looks like a corkscrew) builds around the wire. So each electric pulse also creates a magnetic pulse (EMF). So based on the position of the windings this magnetic pulse will induce an electric charge in the adjoining winding much like the generator magnet itself. Since the pulse on the adjoining winding is always opposite it will now inhibit electrons to charge themself, therefore reducing the power of the electrical pulse.
EMF can be counteracted by smart placement of the windings and by insulation between the winding stacks but it cannot be completely eliminated. Therefore I state that only 98 percent efficiency is possible in a motor or generator application. (Most radial systems have an efficiency of 92 percent)
One-kilowatt hour is 3412.141 BTU
FADEC means Fully Authorized Digital Engine Control
Fancy name for saying that you have an electronic throttle. What that means you don’t have a mechanical throttle that controls your fuelf low it is done via a computer so if you want more RPM you move your throttle (rheostat) and based on the voltage output of the rheostat the computer will add more fuel based on a measure of the exhaust gases to stay as close as possible to stoichometric fuel air ratio (14.7:1) meaning that the fuel air mixture should always be perfect to lean and never be rich because you would blow your fuel unburned out the exhaust.
In conjunction with the generator this control can throttle the engine based on electrical demand. It does make the engine a lot more efficient.
As of the engine friction (its not my engine!!!!) the internal friction of the roller cam power transmission based on simulations that I have seen are about 20 percent lower than those of standard crank shaft engines but I really can not confirm that since I have not seen actual data from the running engine.