Alternative motor windings and drive schemes

[Clugh]

Hi Hubert,

it is all to expensiv for the boys.

Here the boat drive with the smaler propeller but same pitch.

Happy Amps Christian

Nice!!!
Is that billet aluminum Chris?

[Clugh]

Er postet das und sagt, er verdient kein Geld, Chris. Er ist verdammt geizig und verwendet nur 5-Dollar-Aktien, also welche Gemeinkosten hat er? Junge, tschüss ... Er ist teurer als ich und verwendet billigere Komponenten. Wie kann er kein Geld verdienen? Ich weiß, dass das eine Lüge ist. Da stimme ich doch zu, oder? Vielleicht hätte er eine bessere Gewinnspanne, wenn seine Motoren nicht mehr ausfallen würden.



Hubert

[Clugh]

Its nearly 10,000 dollars worth of winding there in the photo if a person charged 100 dollars a wind. The end user incurs the cost of using higher end materials like hybrid bearings at their request, so what are we really talking about if he's is not making any money currently?

He is going to raise the prices on crocoworld.

Hes done batch winding like that at least 10 times and that would be nearly "100 bands" or $100,000.00 in winding labor.

He tells whoppers!


Hubert

[Chxpress]

Hi,
yes it s aluminium but this is the small one , not the heavy one , that has bigger screw and moore dia.

Happy Amps Christian

[Clugh]

Die "Skorpionklopfer" und andere Powercroco‘s | Seite 38 | RC-Network.de

Wie Erwin gefragt hat. „Kann der Mann nicht für sich selbst sprechen?“ Lassen Sie mich das verstehen. Er kann also über seinen Motor posten, aber keiner der potenziellen Kunden oder Modellbauer, denen ER das Zeug zeigt, kann detaillierte Fragen dazu stellen oder auch nur seine Behauptungen über die Arbeitskosten in Frage stellen? Ich meine, seine ganze Tirade drehte sich nie wirklich um die Kosten, sondern eher um seine Begründung, dass er seit 20 Jahren nichts konzeptionell Neues in der Motorwicklung gemacht hat und dass ein Hundeheim und seine Wicklungsgewinne das irgendwie beeinflussen. Wer beschwert sich schon darüber, seine eigene Ausrüstung zu testen oder sie bei solchen Tests zu verlieren? Wenn er diese Verantwortung nicht will, dann kann er aufhören, sich als die besagte Autorität in Sachen Motordesign und -leistung auszugeben, wenn die Kritiker nicht das Beste sind, was es gibt, hauptsächlich wegen seiner Entwicklungsführung oder deren Fehlen. Die Verbraucher wollen einen besseren Motor, niemand kümmert sich darum, dass er weint. Forschung und Entwicklung sollten in der DNA eines „Gurus“ stecken. Fehlt Reptilien der notwendige Intelligenzstrang? Muss der Tierpfleger ihn wieder in seinen Schutzkäfig zurückdrängen?


Haben Sie einen guten Tag
Hubert

[Clugh]

Kingfisher

User

• Yesterday at 09:55

• #752

SdN wrote:
Ralph did the whole thing, ....

He is not concerned with that ....

For this reason, Ralph ....

If Ralph has died suddenly, that you have to answer for him

SdN wrote:
... Telling other groups what to do is just sad.

Donate yourself ...

prescribe to others ...



Hubert

[Clugh]

Rennsemmel

User

• Yesterday at 9:31 AM

• #751

Hello!

You don't have to accuse me of anything. Where do you get the information that I have something against Ralph personally, his engines or the shelter action?

I'm actually only surprised about two things:

1.
I could only partially understand Ralph's annoyance to test his own material, but that has already been clarified above. I assumed the wrong framework conditions.

2. that the whole engine building industry is now failing because of one controller, after really many people have won every conceivable title over almost two decades with models with system prices around 3000-5000€ and motors (and propellers) processed by him.




EXACTLY! its a lie but the moderator in Croco world thwarts the truth. Now it back to the topic of his motors but he is the one that brought up these sidebars in the first place. The OP would need to also be quiet then.

They just wanna know why his motors keep failing.

[Clugh]

The board shown here is a breakout board for MC33035 brushless motor controller. It requires an output buffer IPM module or MOSFETs to complete a closed-loop brushless motor driver circuit. MC33035 IC is the heart of the project. The board provides 6 PWM pulses as well as 6 Inverse pulse outputs. On-board Jumpers help to change the Direction, Enable, Brake, and 60/120 phasing. A header connector is provided to connect the Hall sensors and supply, onboard LED for Power and fault indication, and a P1 potentiometer helps to change the motor speed. MC33035 Brushless DC Motor Controller


The MC33035 is a high-performance second-generation monolithic brushless DC motor controller containing all of the active functions required to implement a full-featured open loop, three or four-phase motor control system. This device consists of a rotor position decoder for proper commutation sequencing, temperature compensated reference capable of supplying sensor power, frequency programmable sawtooth oscillator, three open collector top drivers, and three high current totem pole bottom drivers ideally suited for driving power MOSFETs. Also included are protective features consisting of under voltage lockout, cycle−by−cycle current limiting with a selectable time-delayed latched shutdown mode, internal thermal shutdown, and a unique fault output that can be interfaced into microprocessor-controlled systems. Typical motor control functions include open loop speed, forward or reverse direction, run enable, and dynamic braking. The MC33035 is designed to operate with electrical sensor phasings of 60°/300° or 120°/240°, and can also efficiently control brush DC motors.

An internal rotor position decoder monitors the three sensor inputs (Pins 4, 5, 6) to provide the proper sequencing of the top and bottom drive outputs. The sensor inputs are designed to interface directly with open collector-type Hall Effect switches or opto-slotted couplers. Internal pull−up resistors are included to minimize the required number of external components. The inputs are TTL compatible, with their thresholds typically at 2.2 V. The MC33035 series is designed to control three-phase motors and operate with four of the most common conventions of sensor phasing. A 60°/120° Select (Pin 22) is conveniently provided and affords the MC33035 to configure itself to control motors having either 60°, 120°, 240° or 300° electrical sensor phasing. With three sensor inputs, there are eight possible input code combinations, six of which are valid rotor positions. The remaining two codes are invalid and are usually caused by an open or shorted sensor line. With six valid input codes, the decoder can resolve the motor rotor position to within a window of 60 electrical degrees. The Forward/Reverse input (Pin 3) is used to change the direction of motor rotation by reversing the voltage across the stator winding. When the input changes state, from high to low with a given sensor input code (for example 100), the enabled top and bottom drive outputs with the same alpha designation are exchanged (AT to AB, BT to BB, CT to CB). In effect, the commutation sequence is reversed and the motor changes directional rotation.

Motor on/off control is accomplished by the Output Enable (Pin 7). When left disconnected, an internal 25 mA current source enables sequencing of the top and bottom drive outputs. When grounded, the top drive outputs turn off and the bottom drives are forced low, causing the motor to coast and the Fault output to activate. Dynamic motor braking allows an additional margin of safety to be designed into the final product. Braking is accomplished by placing the Brake Input (Pin 23) in a high state. This causes the top drive outputs to turn off and the bottom drives to turn on, shorting the motor−generated back EMF. The brake input has unconditional priority over all other inputs. The internal 40 kΩ pull−up resistor simplifies interfacing with the system safety switch by ensuring brake activation if opened or disconnected. The commutation logic truth table is shown in Figure 20. A four-input NOR gate is used to monitor the brake input and the inputs to the three top drive output transistors. Its purpose is to disable braking until the top drive outputs attain a high state. This helps to prevent simultaneous conduction of the top and bottom power switches. In half-wave motor drive applications, the top drive outputs are not required and are normally left disconnected. Under these conditions braking will still be accomplished since the NOR gate senses the base voltage to the top drive output transistors.

Continuous operation of a motor that is severely overloaded results in overheating and eventual failure. This destructive condition can best be prevented with the use of cycle−by−cycle current limiting. That is, each on−cycle is treated as a separate event. Cycle−by−cycle current limiting is accomplished by monitoring the stator current build−up each time an output switch conducts, and upon sensing an over-current condition, immediately turning off the switch and holding it off for the remaining duration of the oscillator ramp−up period. The stator current is converted to a voltage by inserting a ground−referenced sense resistor. The voltage developed across the sense resistor is monitored by the Current Sense Input (Pins 9 and 15), and compared to the internal 100 mV reference. The current sense comparator inputs have an input common mode range of approximately 3.0 V. If the 100 mV current sense threshold is exceeded, the comparator resets the lower sense latch and terminates output switch conduction. The value for the current sense resistor is:

R_S=0.1/ I_stator(max)

The Fault output activates during an over-current condition. The dual−latch PWM configuration ensures that only one single output conduction pulse occurs during any given oscillator cycle, whether terminated by the output of the error amp or the current limit comparator.

In German:
Die hier gezeigte Platine ist eine Breakout-Platine für den bürstenlosen Motorregler MC33035. Sie erfordert ein Ausgangspuffer-IPM-Modul oder MOSFETs, um eine geschlossene bürstenlose Motortreiberschaltung zu vervollständigen. Der MC33035 IC ist das Herzstück des Projekts. Die Platine bietet 6 PWM-Impulse sowie 6 inverse Impulsausgänge. Integrierte Jumper helfen beim Ändern von Richtung, Aktivierung, Bremse und 60/120-Phaseneinstellung. Ein Header-Anschluss ist vorhanden, um die Hall-Sensoren und die Versorgung anzuschließen, integrierte LEDs für Strom- und Fehleranzeige und ein P1-Potentiometer helfen beim Ändern der Motordrehzahl. MC33035 bürstenloser Gleichstrommotorregler Der MC33035 ist ein leistungsstarker monolithischer bürstenloser Gleichstrommotorregler der zweiten Generation, der alle aktiven Funktionen enthält, die zum Implementieren eines voll funktionsfähigen offenen Drei- oder Vierphasen-Motorsteuerungssystems erforderlich sind. Dieses Gerät besteht aus einem Rotorpositionsdecoder für die richtige Kommutierungssequenzierung, einer temperaturkompensierten Referenz, die Sensorstrom liefern kann, einem frequenzprogrammierbaren Sägezahnoszillator, drei oberen Treibern mit offenem Kollektor und drei unteren Treibern mit hohem Strom, die sich ideal zum Antreiben von Leistungs-MOSFETs eignen. Ebenfalls enthalten sind Schutzfunktionen wie Unterspannungssperre, zyklusweise Strombegrenzung mit einem wählbaren zeitverzögerten verriegelten Abschaltmodus, interne thermische Abschaltung und ein einzigartiger Fehlerausgang, der in mikroprozessorgesteuerte Systeme integriert werden kann. Typische Motorsteuerungsfunktionen umfassen offene Schleifengeschwindigkeit, Vorwärts- oder Rückwärtsrichtung, Lauffreigabe und dynamisches Bremsen. Der MC33035 ist für den Betrieb mit elektrischen Sensorphasen von 60°/300° oder 120°/240° ausgelegt und kann auch Bürsten-Gleichstrommotoren effizient steuern. Ein interner Rotorpositionsdecoder überwacht die drei Sensoreingänge (Pins 4, 5, 6), um die richtige Sequenzierung der oberen und unteren Antriebsausgänge zu gewährleisten. Die Sensoreingänge sind so ausgelegt, dass sie direkt mit Hall-Effekt-Schaltern vom Typ Open Collector oder Opto-Schlitzkopplern verbunden werden können. Interne Pull-up-Widerstände sind enthalten, um die erforderliche Anzahl externer Komponenten zu minimieren. Die Eingänge sind TTL-kompatibel, wobei ihre Schwellenwerte typischerweise bei 2,2 V liegen. Die MC33035-Serie ist für die Steuerung von Dreiphasenmotoren ausgelegt und arbeitet mit vier der gängigsten Konventionen der Sensorphaseneinstellung. Eine 60°/120°-Auswahl (Pin 22) ist praktischerweise vorhanden und ermöglicht es dem MC33035, sich selbst so zu konfigurieren, dass er Motoren mit entweder 60°, 120°, 240° oder 300° elektrischer Sensorphaseneinstellung steuert. Mit drei Sensoreingängen gibt es acht mögliche Eingangscodekombinationen, von denen sechs gültige Rotorpositionen sind. Die verbleibenden zwei Codes sind ungültig und werden normalerweise durch eine offene oder kurzgeschlossene Sensorleitung verursacht. Mit sechs gültigen Eingangscodes kann der Decoder die Rotorposition des Motors auf ein Fenster von 60 elektrischen Grad genau auflösen. Der Vorwärts-/Rückwärtseingang (Pin 3) wird verwendet, um die Drehrichtung des Motors zu ändern, indem die Spannung über der Statorwicklung umgekehrt wird. Wenn der Eingang seinen Zustand von hoch auf niedrig mit einem bestimmten Sensoreingangscode (z. B. 100) ändert, werden die aktivierten oberen und unteren Antriebsausgänge mit derselben alphanumerischen Bezeichnung ausgetauscht (AT auf AB, BT auf BB, CT auf CB). Tatsächlich wird die Kommutierungssequenz umgekehrt und der Motor ändert die Drehrichtung. Die Ein-/Aus-Steuerung des Motors erfolgt über die Ausgangsaktivierung (Pin 7). Wenn der Ausgang nicht angeschlossen ist, ermöglicht eine interne 25-mA-Stromquelle die Sequenzierung der oberen und unteren Antriebsausgänge. Wenn er geerdet ist, werden die oberen Antriebsausgänge ausgeschaltet und die unteren Antriebe auf niedrig gesetzt, wodurch der Motor ausläuft und der Fehlerausgang aktiviert wird. Durch dynamisches Motorbremsen kann eine zusätzliche Sicherheitsmarge in das Endprodukt eingebaut werden. Das Bremsen wird erreicht, indem der Bremseingang (Pin 23) in einen hohen Zustand versetzt wird. Dies führt dazu, dass die oberen Antriebsausgänge ausgeschaltet und die unteren Antriebe eingeschaltet werden, wodurch die vom Motor erzeugte Gegen-EMK kurzgeschlossen wird. Der Bremseingang hat bedingungslose Priorität vor allen anderen Eingängen. Der interne 40-kΩ-Pullup-Widerstand vereinfacht die Schnittstelle zum Systemsicherheitsschalter, indem er die Bremsaktivierung sicherstellt, wenn er geöffnet oder getrennt wird. Die Wahrheitstabelle der Kommutierungslogik ist in Abbildung 20 dargestellt. Ein NOR-Gatter mit vier Eingängen wird verwendet, um den Bremseingang und die Eingänge zu den drei oberen Antriebsausgangstransistoren zu überwachen. Sein Zweck besteht darin, das Bremsen zu deaktivieren, bis die oberen Antriebsausgänge einen hohen Zustand erreichen. Dies hilft, eine gleichzeitige Leitung der oberen und unteren Leistungsschalter zu verhindern. Bei Halbwellen-Motorantriebsanwendungen werden die oberen Antriebsausgänge nicht benötigt und bleiben normalerweise getrennt. Unter diesen Bedingungen wird das Bremsen dennoch erreicht, da das NOR-Gatter die Basisspannung zu den oberen Antriebsausgangstransistoren erfasst. Der Dauerbetrieb eines Motors, der stark überlastet ist, führt zu Überhitzung und schließlich zum Ausfall. Dieser zerstörerische Zustand kann am besten durch die Verwendung einer zyklusweisen Strombegrenzung verhindert werden. Das heißt, jeder Einschaltzyklus wird als separates Ereignis behandelt. Die zyklusweise Strombegrenzung wird erreicht, indem der Aufbau des Statorstroms jedes Mal überwacht wird, wenn ein AusgangDer Statorstrom wird durchgeschaltet und schaltet den Schalter bei Erkennen eines Überstromzustands sofort aus und hält ihn für die verbleibende Dauer der Oszillator-Hochlaufzeit ausgeschaltet. Der Statorstrom wird durch Einfügen eines massebezogenen Messwiderstands in eine Spannung umgewandelt. Die über dem Messwiderstand erzeugte Spannung wird vom Strommesseingang (Pins 9 und 15) überwacht und mit der internen 100-mV-Referenz verglichen. Die Strommesskomparatoreingänge haben einen Eingangsgleichtaktbereich von ungefähr 3,0 V. Wenn der Strommessschwellenwert von 100 mV überschritten wird, setzt der Komparator den unteren Messriegel zurück und beendet die Leitung des Ausgangsschalters. Der Wert für den Strommesswiderstand ist:

RS=0,1/Istator(max)

Der Fehlerausgang wird bei einem Überstromzustand aktiviert. Die Dual-Latch-PWM-Konfiguration stellt sicher, dass während eines beliebigen Oszillatorzyklus nur ein einziger Ausgangsleitungsimpuls auftritt, unabhängig davon, ob er durch den Ausgang des Fehlerverstärkers oder des Stromgrenzkomparators beendet wird.

[Clugh]

Ich schätze, das übersteigt die Fähigkeiten von A-Boy und dem Speed-Klan.

[Clugh]

• Samstag um 10:44

• #753

A b jetzt wieder ausschließlich zum Thema: Die "Skorpionklopfer" und andere Powercroco‘s


What does The wooden ornament from 2 years ago have to do with scorpion motors or other motors wound by OKON.


Also Ralph, warum ist es so, dass deine Threads immer Moderatorenschutz vor technischen Fragen verlangen? Du und Gerd betreiben wirklich einen Betrug mit den Bastlern. Ich schätze, du lieferst Gerds und den Wettbewerbsleitern Geschwindigkeitsmotoren. Wenn du versagst, versagst du. Also halten sie dich für notwendig, weil sie dich mehr brauchen als alle anderen ...


YT
Hubert

[Clugh]

Important preliminary remarks

© 07012017 / 2022 by DrRalphOkon Since February 2022, I have been active again in the engine tinkering forum at RC-Network and have tried to investigate certain conspicuous inconsistencies from the well-known source.
But this has really achieved little - "mundus vult decipi" is still the motto.

The notorious impostor, who is well known in the engine hobbyist scene, no longer even shies away from lying publicly.
It is irrelevant in the hobby sector not to have an engineering degree, but it is bad to simply claim to be a "mechanical engineer FH". Even the criminal code has a special paragraph for this!
I think it's just as bad when he uses the old patent of Schoepp and Zielinski under his own name and then claims that he invented the "LRK" (actually SPS or single layer) winding!
I also think it's bad to be just one of the co-authors of some patents - also filed by a company - but then call them "my patents" and simply embezzle the other really qualified team members.

Enough of that.
In 2017, I complied with the request I had received several times and put all the old "Powercditto" and "Powercroco" stuff back online.
He doesn't harm anyone.
First of all,
"Powerditto" is a private collection on the subject of brushless self-built outrunner motors.
The content of most of the pages is now more than 10 years old and thus reflects the state of knowledge at that time!
Own empirical findings, especially in engine construction, and conclusions drawn from them were used without any claim to scientific or topicality. Content from other hobbyists has always been inserted with their express permission and a reference to the source and permission.
All collected content is still available in the various forums and anyone can still access it there today - if they know how and where to find it.


The use of the contents of this website is always at your own risk and peril!
For the consequences of any errors in the individual descriptions and representations as well as for the possibly changing content I do not assume any liability for links set.
But I am grateful for hints about this.

History: On the one hand, the self-construction of engines was initiated on a broad front in 2001 by the publication by Ludwig Retzbach about an engine concept based on the work of Schoepp and Zielinski, which was made suitable for model building by the LRK team.
Also in 2001 (i.e. even before the "great assimilation") Peter Rother's website for the PLC-wound 12N14P "original LRK model engines" was created.
In the above article by Ludwig Retzbach it is also very nicely explained that at that time German companies such as Plettenberg, Kontronik, Köhler, Lehner and Hacker had long been active on the market with various brushless motors of various designs.
Particularly noteworthy in this context is the small 12N14P dual layer wound "Kora" outrunner series by Harald Konrath, which was soon followed by the larger "Kora Top" series.
Around the same time, the CD-ROM and streamer drive engine conversions (built by hobbyists around Jens Fähnrich and Holle Lambertus) found their way into the hobby.
Later, the printer stator conversions were added.
This 2nd root in particular is nowadays often suppressed and classified as "completely insignificant".
It should not be forgotten - it was also my personal introduction to engine tinkering.

~Ralph Okon~

Nice intro into the exclusive site but like always it has some things here that aren't accurate and also contradict one another. Ralph as talks about an imposter but has only been involved with the electronics as an amateur hobbyist himself since 2001.He says that individual took credit for Schoepp and Zielinski''s work but then says Ludwig Retzbach publicized the LRK concept based on Schoepp and Zielinski which was made suitable for model building by the LRK TEAM in which that person in only one letter in the name and there are 3 so clearly the credit is distributed appropriately. There are no claims you will find anywhere that any members stole credit from others etc. And how do we all exposed know Schoepp and Zielinski if they are getting no credit?

Ralph needs to get his stories straight. He says Christian doesn't have his own patents and takes credit for patents brough forth from his employer and coworkrer.

Just so you all know that Ralph is clueless here is a patent list for Christian Lucas There are many exclusive to him and many others he is a major contributor.

• Fuel cell stack
  
  
  Patent number: 11855325
  Abstract: A fuel cell stack includes a plurality of fuel cells received between two end plates, at least one end plate of which has flow channels formed therein with ports for the anode fresh gas and the anode exhaust gas as well as ports for the cathode fresh gas and the cathode exhaust gas, wherein a hygroscopic material forms the wall between the ports for the anode exhaust gas and the cathode fresh gas.
  Type: Grant
  Filed: April 30, 2020
  Date of Patent: December 26, 2023
  Assignees: Volkswagen AG, Audi AG
  Inventor: Christian Lucas

• Humidification system, and fuel cell system comprising a humidification system
  
  
  Patent number: 11837758
  Abstract: A humidification system for a fuel cell system is provided, comprising a feed line for supplying cathode gas which is to be or is humidified, to a heat exchanger, further comprising a liquid supply and an eddy generator, located upstream of the liquid supply, for generating eddies in the flowing cathode gas. A fuel cell system comprising a humidification system is also provided.
  Type: Grant
  Filed: October 1, 2018
  Date of Patent: December 5, 2023
  Assignees: Volkswagen AG, Audi AG
  Inventors: Christian Lucas, Oliver Berger

• SOLID OXIDE FUEL CELL DEVICE AND FUEL CELL VEHICLE
  
  
  Publication number: 20230343974
  Abstract: A solid oxide fuel cell device comprises at least one solid oxide fuel cell comprising a cathode, an anode, and a solid electrolyte layer separating the cathode from the anode, in which the anode is fluidically connected to an anode supply line for the supply of fuel and an anode exhaust gas line for taking away the anode exhaust gas, and in which the cathode is connected to a cathode gas supply, wherein the anode exhaust gas line is fluidically connected to a storage line for the storing of carbon dioxide from the anode exhaust gas in a tank, in which there is connected at least one stage of a compressor for the compressing of the anode exhaust gas and one heat exchanger, downstream from the compressor, for the cooling of the anode exhaust gas compressed by the compressor.
  Type: Application
  Filed: August 18, 2021
  Publication date: October 26, 2023
  Inventor: Christian LUCAS
• METHOD FOR OPERATING A SOLID OXIDE FUEL CELL DEVICE, THE SOLID OXIDE FUEL CELL DEVICE AND A MOTOR VEHICLE OUTFITTED WITH SUCH
  
  
  Publication number: 20230317985
  Abstract: A method for operating a solid oxide fuel cell device is provided, which includes: using waste heat arising during the operation of the solid oxide fuel cell to produce cold by means of a refrigeration machine integrated in a refrigeration circuit for cooling of the exhaust gas at the anode side, condensing the water in the exhaust gas arising at the anode side with the aid of the refrigeration machine by a first water condenser, separating the water by a water separator, compressing the CO2 exhaust gas flow at the anode side, wherein the cooling power produced by the refrigeration machine is used for cooling of the CO2 exhaust gas flow, and storing the compressed CO2 in a CO2 storage. A solid oxide fuel cell device and a motor vehicle having a solid oxide fuel cell device are also provided.
  Type: Application
  Filed: September 13, 2021
  Publication date: October 5, 2023
  Inventor: Christian LUCAS
• Humidifier, fuel cell device having a humidifier, and motor vehicle
  
  
  Patent number: 11757112
  Abstract: A humidifier has a plurality of humidifier modules that are clamped between end plates by tie rods and have a membrane that is permeable to water vapor, in which on both sides of the membrane there is respectively arranged a flow field frame having a multiplicity of webs defining a flow field. The tie rods are configured as hollow rods forming coolant tubes for a coolant to be led through. A fuel cell device and a motor vehicle having such a humidifier are also provided.
  Type: Grant
  Filed: June 28, 2019
  Date of Patent: September 12, 2023
  Assignees: Volkswagen AG, Audi AG
  Inventors: Oliver Berger, Rune Staeck, Christian Lucas
• SOLID OXIDE FUEL CELL DEVICE AND FUEL CELL VEHICLE
  
  
  Publication number: 20230275242
  Abstract: A solid oxide fuel cell device comprises a fuel cell stack, with a fuel tank which is connected to the fuel cell stack at the anode side by an anode supply line, being associated with a jet pump into which an anode recirculation line empties, having a compressor which is connected to the fuel cell stack at the cathode side by a cathode supply line, being associated with an air preheater, through which a cathode exhaust gas line is led for the transfer of heat from the cathode exhaust gas. In the anode supply line, upstream from a driving nozzle of the jet pump, there is arranged a heat exchanger, which is integrated with the jet pump, to which heat from the cathode exhaust gas can be supplied by an exchanger line. A fuel cell vehicle having a solid oxide fuel cell device is also provided.
  Type: Application
  Filed: September 13, 2021
  Publication date: August 31, 2023
  Inventors: Christian LUCAS, Harald HEINRICH
• METHOD FOR CONTROL OF A SYSTEM OF CHARGING POINTS COMPOSED OF AT LEAST TWO CHARGING POINTS AND A CHARGING POINT FOR USE IN A SYSTEM OF CHARGING POINTS
  
  
  Publication number: 20230249574
  Abstract: A method is provided for control of a system of charging points composed of at least two charging points, each of which is outfitted with at least one solid oxide fuel cell and with a high-voltage battery electrically connected or electrically connectible to the solid oxide fuel cell, where the charging points are adapted to provide electrical charging current via a converter at an interface for connection to a battery operated consumer.
  Type: Application
  Filed: September 24, 2021
  Publication date: August 10, 2023
  Inventor: Christian LUCAS
• Instrument parameter determination based on Sample Tube Identification
  
  
  Publication number: 20230230399
  Abstract: A system and method for reducing the responsibility of the user significantly by applying an optical system that can identify container like sample tubes with respect to their characteristics, e.g., shapes and inner dimensions, from their visual properties by capturing images from a rack comprising container and processing said images for reliably identifying a container tyle.
  Type: Application
  Filed: January 19, 2023
  Publication date: July 20, 2023
  Inventors: Volker von Einem, Timo Ottenstein, Jaiganesh Srinivasan, Christian Luca, Andra Petrovai, Dan-Sebastian Bacea, Nicoleta-Ligia Novacean, Demetrio Sanchez-Martinez, Mark Wheeler, Christopher Almy, JR.
• FUEL CELL PLATE, BIPOLAR PLATE AND FUEL CELL DEVICE
  
  
  Publication number: 20220352529
  Abstract: A fuel cell plate for distributing a reactant at an electrode or a gas diffusion layer of a fuel cell has a plate body in which at least one flow field is incorporated, comprising at least one duct. The plate body has hygroscopic and electrically conductive properties.
  Type: Application
  Filed: June 10, 2020
  Publication date: November 3, 2022
  Inventors: Christian LUCAS, Rune STAECK
• Humidifier, fuel cell device with a humidifier and motor vehicle with a fuel cell device comprising a humidifier
  
  
  Patent number: 11469425
  Abstract: A humidifier comprises at least one humidifier module, which has a membrane permeable to water vapor and respectively on both sides of the membrane, a flow field frame with at least two walls defining a flow channel. A thermal bridge with an increased thermal conductivity compared to the membrane protrudes through the membrane. A fuel cell device comprises such a humidifier and a motor vehicle includes a fuel cell device comprising such a humidifier.
  Type: Grant
  Filed: August 13, 2019
  Date of Patent: October 11, 2022
  Assignee: VOLKSWAGEN AG
  Inventors: Rune Staeck, Christian Lucas, Oliver Berger
• FUEL CELL STACK
  
  
  Publication number: 20220278348
  Abstract: A fuel cell stack includes a plurality of fuel cells received between two end plates, at least one end plate of which has flow channels formed therein with ports for the anode fresh gas and the anode exhaust gas as well as ports for the cathode fresh gas and the cathode exhaust gas, wherein a hygroscopic material forms the wall between the ports for the anode exhaust gas and the cathode fresh gas.
  Type: Application
  Filed: April 30, 2020
  Publication date: September 1, 2022
  Inventor: Christian LUCAS
• Method for operating a fuel cell
  
  
  Patent number: 11289718
  Abstract: The disclosure relates to a method for operating a fuel cell system and a correspondingly configured fuel cell system, comprising a fuel cell stack, an anode supply with a hydrogen reservoir, an anode supply path connecting the hydrogen reservoir to the fuel cell stack, a recirculation path connecting a fuel cell outlet to the anode supply path, and a conveying device for conveying recirculated anode exhaust gas. The method provides for a tank mass flow supplied from the hydrogen reservoir to the anode circuit to be determined by balancing the material flows supplied to and discharged from the anode circuit, wherein the tank mass flow enters the balancing as a material flow supplied to the anode circuit.
  Type: Grant
  Filed: August 17, 2018
  Date of Patent: March 29, 2022
  Assignees: VOLKSWAGEN AG, AUDI AG
  Inventors: Wolfgang Hable, Christian Lucas
• HUMIDIFIER, FUEL CELL DEVICE WITH A HUMIDIFIER AND MOTOR VEHICLE WITH A FUEL CELL DEVICE COMPRISING A HUMIDIFIER
  
  
  Publication number: 20220052358
  Abstract: A humidifier comprises at least one humidifier module, which has a membrane permeable to water vapor and respectively on both sides of the membrane, a flow field frame with at least two walls defining a flow channel. A thermal bridge with an increased thermal conductivity compared to the membrane protrudes through the membrane. A fuel cell device comprises such a humidifier and a motor vehicle includes a fuel cell device comprising such a humidifier.
  Type: Application
  Filed: August 13, 2019
  Publication date: February 17, 2022
  Inventors: Rune STAECK, Christian LUCAS, Oliver BERGER
• Cascaded fuel cell stack and fuel cell system
  
  
  Patent number: 11201346
  Abstract: A fuel cell stack is provided comprising a plurality of fuel cells comprising a membrane electrode assembly and at least one gas diffusion layer, which fuel cells are divided into at least one first fuel cell segment having a portion of the plurality of fuel cells and a second fuel cell segment having a different portion of the plurality of fuel cells, wherein the first fuel cell segment and the second fuel cell segment are arranged in a common fuel cell cascade, wherein the first fuel cell segment comprises a first collector inlet line for an operating medium and a first collector outlet lined which is formed integrally with a second collector inlet line of the second fuel cell segment and wherein the second fuel cell segment comprises a second collector outlet line. The membrane electrode assemblies and/or the gas diffusion layers inside the second fuel cell segment are designed in such a way that they are more water-repellent than those of the first fuel cell segment.
  Type: Grant
  Filed: December 6, 2018
  Date of Patent: December 14, 2021
  Assignees: AUDI AG, VOLKSWAGEN AG
  Inventors: Natalja Ermatschenko, Christian Lucas, Gerold Hübner
• HUMIDIFIER AND MOTOR VEHICLE
  
  
  Publication number: 20210384532
  Abstract: A humidifier for a fuel cell device has a plurality of flow field frames, between each of which there is arranged a humidifier membrane. A plurality of cooling flow field frames formed identical to the flow field frames, between each of which there is arranged a separating plate, form an integrated intercooler. A motor vehicle having a humidifier with integrated intercooler is also provided.
  Type: Application
  Filed: April 24, 2019
  Publication date: December 9, 2021
  Inventor: Christian LUCAS
• Ejector for a fuel cell system and fuel cell system
  
  
  Patent number: 11156234
  Abstract: An ejector with a suction nozzle is disclosed, with a drive nozzle and with a mixing tube, to which is assigned an adjustment device for the at least region-wise adjustment of a flow cross-section of the mixing tube. Inside the drive nozzle, an axially movable needle which is designed to adjust a flow cross-section of the drive nozzle is arranged and a coupling mechanism is provided which connects the adjustment device to the needle or to an actuator actuating the needle in such a way that the adjustment device adjusts or changes the flow cross-section of the mixing tube as a function of an axial needle movement. A fuel cell system with such an ejector is also disclosed.
  Type: Grant
  Filed: August 23, 2019
  Date of Patent: October 26, 2021
  Assignees: AUDI AG, VOLKSWAGEN AG
  Inventor: Christian Lucas
• HUMIDIFIER, FUEL CELL DEVICE HAVING A HUMIDIFIER, AND MOTOR VEHICLE
  
  
  Publication number: 20210320311
  Abstract: A humidifier has a plurality of humidifier modules that are clamped between end plates by tie rods and have a membrane that is permeable to water vapor, in which on both sides of the membrane there is respectively arranged a flow field frame having a multiplicity of webs defining a flow field. The tie rods are configured as hollow rods forming coolant tubes for a coolant to be led through. A fuel cell device and a motor vehicle having such a humidifier are also provided.
  Type: Application
  Filed: June 28, 2019
  Publication date: October 14, 2021
  Inventors: Oliver BERGER, Rune STAECK, Christian LUCAS
• CASCADED FUEL CELL STACK AND FUEL CELL SYSTEM
  
  
  Publication number: 20210288343
  Abstract: A fuel cell stack is provided comprising a plurality of fuel cells comprising a membrane electrode assembly and at least one gas diffusion layer, which fuel cells are divided into at least one first fuel cell segment having a portion of the plurality of fuel cells and a second fuel cell segment having a different portion of the plurality of fuel cells, wherein the first fuel cell segment and the second fuel cell segment are arranged in a common fuel cell cascade, wherein the first fuel cell segment comprises a first collector inlet line for an operating medium and a first collector outlet lined which is formed integrally with a second collector inlet line of the second fuel cell segment and wherein the second fuel cell segment comprises a second collector outlet line. The membrane electrode assemblies and/or the gas diffusion layers inside the second fuel cell segment are designed in such a way that they are more water-repellent than those of the first fuel cell segment.
  Type: Application
  Filed: December 6, 2018
  Publication date: September 16, 2021
  Inventors: Natalja ERMATSCHENKO, Christian LUCAS, Gerold HÜBNER
• FUEL CELL SYSTEM HAVING A MEDIUM PRESSURE TAP ASSOCIATED WITH THE COMPRESSOR AND USE OF SUCH A FUEL CELL SYSTEM
  
  
  Publication number: 20210066732
  Abstract: A fuel cell system includes at least one membrane electrode assembly arranged in a housing, a cathode supply having a compressor, and a device for housing ventilation, the device for housing ventilation having a medium pressure tap associated with the compressor. Such a fuel cell system may be used to perform a method for cathode recirculation.
  Type: Application
  Filed: January 11, 2019
  Publication date: March 4, 2021
  Inventors: Dirk JENSSEN, Christian LUCAS

This is just 1 page of his patents Ralph, so if he isn't an engineer he is one helluva IMPOSTER But Ralph you don't have a degree in engineering yourself.

Ralph u need to stop hating, get your stories straight, and focus on improving your scorpions .

The real story with out insult would be that the only non engineer in the room is you.
.
The "imposter" taught you back in 2001 like you mistakenly posted later.. There is absolutely zero truth in the negativity written on the silly site as it pertains to the real Engineer with Mutiple patents in Bayern.


Hubert

[Clugh]

Hi,
thank you .

Today the postmsn rings and the synclos free Castle Creation drive set was delifered. Nice small esc and big motor. Esc has so much options.

Happy Amps Christian

Have you had time to mount the 4 pole trigger for the Halls on the 41 series. I always use external bulk capacitance.

For example A yge 320 like the goof troop uses never has enough onboard that's why YGE makes big electrolytic banks. The Goof troop does not use it in the planes or on their bench.

A bad choice esp on the bench where you can add a large amount of protection.

He destroys his own test equipment with spaghetti wiring.

[Clugh]

• Heute um 11:17

• #57

Den C66 musst du aber mit maximalem Füllgrad auf 1800U/V wickeln.
APC sagte mir das sie den in den Handel bringen, wenn nicht kann ich dir einen abtreten.
Ich habe die MKS HV70 drin, zur zeit das beste was es gibt, sind 1mm dicker, dadurch stabiler und passen immer noch perfekt rein.

Mit dem 65LVT komme ich aus da er bis 110A geht und im Stand nur 105A fließen, die dann im Flug und durch fallende Spannung auf 90A zurück gehen. Du brauchst einen YGE wegen der hohen Felddrehzahl und einen leichteren findest du nicht, musst aber gut kühlen, am besten Kühlkörper nach außen wie hier.
~Audiosmith~

The Klan is wrong one again. I hate to say it but these guys are out of date. A YGE LVT65 weighs 30 grams and 45 with cable. It maxes at 110 amperes

OOPS!

The APD F3 80 weight 20 grams and it maxes at 140 amperes!!!!



Thanks
Hubert

[Clugh]

The improved F_Series 80F3[X] ESCs. Building upon our trusted ARM 32-bit architecture, the V2 release features introduce a number of highly requested features into the product range, including configuration options, Bi-Directional DShot, and UART overvoltage protection. The 80F3[X]v2 ESCs are drop-in replaceable to 80F3[X] units. As before, existing features include PWM-frequency dithering and Active Phase-Current Demagnetisation, allowing for smooth control with virtually all powertrain combinations with peak power outputs of up to 4.7 kW.

NDAA/DFARS-compliant options available upon request. New Feature Set (v2)

• Configuration of drive parameters, signal types and fault handling
• Bi-Directional DShot for RPM Filtering support
• On board bootloader
• Passthrough firmware updating and configuration
• Additional Telemetry types: PWM Telemetry and RPM Output
• High-speed telemetry rates when operating DShot and ProShot
• Reversible operation support (full forwards to full reverse)
• Dynamic signal quality checks across supported input protocols
• Hardware protection for UART programming pins

Feature Set

• Designed and manufactured in Australia using only the highest quality components, ensuring no sacrifice in reliability
• Proprietary firmware designed in Australia
• Plug and play firmware
• Up to 8S (34 V) capable
• Up to 80 A continuous* output current
• 140 A Burst current
• True 10-bit resolution
• Virtually no setup time, with simple motor reverse solder tab
• Auto-detect ProShot or DShot
• ProShot1000 capable (1Mbs/s)
• DShot150 to DShot600 capable (0.15-0.6Mbs/s)
• Up to 750,000 eRPM (protocol dependant)
• Motor agnostic
• Auto PWM output frequency
• Auto timing advance
• Telemetry output
• Automatic current limiting and over-temperature protection
• LED indication
• Digital commands over ProShot (including anti-turtle mode)
• Digital commands over DShot
• Bare-PCB design to allow maximum integration within the end setup
• 8-Layer PCB to ensure minimal track resistance

* Continuous current ratings are at a 100% throttle duty cycle. Continuous rating is defined as max sustained current at 100% throttle for 60 seconds with 33 m/s of airflow.

Documentation and Datasheets can be found at: docs.powerdrives.net Additional Information


Weight: 0.02kg

Dimensions: 44x22x12mm

The on resistance is also considerably lower than a YGE LVT65

The cobra is also a better drone motor.



Hubert

[Clugh]

Boho1
Member
Last Activity: Today, 07:48 AM
Joined: Sep 13, 2023
Location: Dresden

Thanks for stopping buy even though you are not on here Ralph....

Enjoy the exclusive patents from a real guru since you did not know. Your information on powerditto about an imposter is inaccurate. Academic published works won't have a preface based around fallacy and mis information about Christian Lucas. Its pretty egregious considering the scope of his accomplishments in the field/s of engineering. Technically he may have done enough to be considered a senior in the IEEE. This really doesn't even cover all his accomplishments in RC models including being a designer for Graupner and Lehner. He is far from an Imposter and you know.

How do you talk about anybody and mechanical engineering and think a 52100 stainless ball competes with SiC? You need to get all your facts straight playa....

Chris has one of the brightest engineering minds in the world. You were lucky to be his friend.

Please wind some motors Bruder.


Hubert

[Clugh]

Ich werde das PMFSM bauen und auch mehrere große Motoren für Hochgeschwindigkeitsflüge aufziehen, ohne dass eine Blackbox erforderlich ist.

[Chxpress]

Hi Hubert,
I don't know if you still know that I started trying to use the Forma EOS to print stators using 3D laser sintering. This is possible now and the results are very good. A motor has 25 KW / 1 Kg power to weight and can deliver this power continuously, not just for a few minutes or seconds. The company Additive Drives, spun off from EOS, now offers the technology. So you can now produce the entire engine using 3D printing. A small prototype can deliver 25 KW/Kg power density. As a real continuous performance, not only until a battery is empty after just under or less than a minute. Let's see when it will be available to everyone. Above all, it's of little use if you can't calculate the design regarding the magnetic forces beforehand. I have now started drawing motors that enable even greater utilization of the active conductors. If I get approval I will present the engine here. Maybe we can make your PMFSM motor like this. This year the speed planes discovered the gearbox that I calculated years ago. This year 580 km/h was reached. You can do a lot more if you want. Actually, a Lehner 2260 motor should be attached to the gearbox. It has no synclos at all and can easily push through 18 KW, too much for the speed planes anyway.

https://www.additive-drives.de/der-erste-radialflussmotor-mit-smc-kern/

https://www.additive-drives.de/en/the-worlds-first-radial-flux-motor-with-smc-core/


Happy Amps Christian

[Clugh]

Hi Hubert,
I don't know if you still know that I started trying to use the Forma EOS to print stators using 3D laser sintering. This is possible now and the results are very good. A motor has 25 KW / 1 Kg power to weight and can deliver this power continuously, not just for a few minutes or seconds. The company Additive Drives, spun off from EOS, now offers the technology. So you can now produce the entire engine using 3D printing. A small prototype can deliver 25 KW/Kg power density. As a real continuous performance, not only until a battery is empty after just under or less than a minute. Let's see when it will be available to everyone. Above all, it's of little use if you can't calculate the design regarding the magnetic forces beforehand. I have now started drawing motors that enable even greater utilization of the active conductors. If I get approval I will present the engine here. Maybe we can make your PMFSM motor like this. This year the speed planes discovered the gearbox that I calculated years ago. This year 580 km/h was reached. You can do a lot more if you want. Actually, a Lehner 2260 motor should be attached to the gearbox. It has no synclos at all and can easily push through 18 KW, too much for the speed planes anyway.

https://www.additive-drives.de/der-erste-radialflussmotor-mit-smc-kern/

https://www.additive-drives.de/en/the-worlds-first-radial-flux-motor-with-smc-core/


Happy Amps Christian

"SMC" core??? they never say what it is lol. Hairpins could also be fused together by a hobbyist with a super cap spot welder. But it isn't much different than just using high temp silver solder joints. A hobbyist can do it because its no different that soldered coils on the PCB.

[Clugh]

BTW the special speedfire2 is ready so Im looking at geared and direct drive options but what would be coolest is a one off drive that will move it beyond 580 Km/h. I gearing id really like a coaxial counter rotational setup. Brenners is a 7 to 1. He tells me that their is benefit to higher gear ratios. I will find what the degreed Mechanical engineer had to say on the subject matter for A-boy and post it. Brenner went into deep explanation but maybe you will understand better the ME.

In the attachments I left the little boy in dresden something to hate on.... Petr loaded the KST's in the wing . That's out of my hands...

[Clugh]

Chris I wouldn't use the old YGE and small scorpion outrunner in a gear drive like Audiosmith id use the Pyro, Xnova, or quite possibly the Cobra which have really good efficiency. Higher than scorpion The 2260 at 45mm OD would be for the larger planes in which I may consider it or a 2230. A 1530 will also fit the speedfire2 plane DZ ran the 1527 in the Elysium which they burned up twice. The castle 1724 is a fairly close machine built motor that is size comparable to a 2260 It turns 90k. A direct drive will also be considered. I'm not against using Lehner in any of my models no different than Neu but most importantly is to show the troll speed troupe what a better hand wound motor looks like in the planes.

No 5 dolla bearings or bifilar bs windings allowed for anyone that flies Clugh.