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Alternative motor windings and drive schemes

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    Hi Ralph,
    sieht aus, als ob die Idiotencrew bei GSM keine Antworten hat.

    😉

    Thank you.
    Hubert
    State-of-the-art PMSM/BLDC motor control solution for aerospace applications and robotics - Télega - Zubax Robotics
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    • Click image for larger version  Name:	ffe1838f-5408-4ac2-9624-2b6f8428aed5.jpg?format=750w.jpg Views:	0 Size:	45.5 KB ID:	412884
      120V 45kW



      And what about the F100 class? Where are the big birds ? I don't see any....or any safety protocols for it.


      Hubert
      State-of-the-art PMSM/BLDC motor control solution for aerospace applications and robotics - Télega - Zubax Robotics
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      • Here's the most interesting passage about the scorpion power plant and yge inverter used. It fell apart Chris!

        A Fail Fail


        "Since there are unfortunately no 3:1 gearboxes, the adapted HK3536 now had to turn with 44000U, which it did at first. But then he decided to mutate into a magnetic grinding machine after the long bell suddenly started to vibrate despite the 8mm motor shaft.

        Unfortunately, the Opto 255 without housing could not handle this machine and turned the engine test bench including the kitchen into a shot-up village. Especially in the tabletop he left deep and lasting impressions, amazing what the energy from 16s Lipos can do."
        ~Audiosmith~

        The scorpion fell apart and destroyed the drive.
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        • And why talk about not exceeding 250 amperes?

          If you remove the heatsink it cant do that.

          DUH!
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          • Click image for larger version  Name:	IMG_6175-1-300x225 (2).jpg Views:	0 Size:	12.3 KB ID:	412902
            You build an airframe that incorporates it properly for cooling then liquid or tec cool it. Or the cryogenic blast. Ferro fluid can circulate passively. Dont 4 get.
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            • If the speed klan cant see that 2 electrolytic caps there is not enough capacitance to be safe in extreme competition then the posters don't really know anything about the electronics. They could add quite a bit of hybrid capacitance for minimal weight gain. I've already showed them the caps several times and how to cool them so I wont do it again. If they wanna be silly its fine with me. Where are the real naca ducts from the speed klan that actually are engineered to flow enough. Those lil bs ducts they have on the nose of the planes isn't flowing any real cooling air worth a damn.

              where is that subject matter expert study on powerditto?????


              Hubert
              State-of-the-art PMSM/BLDC motor control solution for aerospace applications and robotics - Télega - Zubax Robotics
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              • Boho1
                Member
                Last Activity: Today, 05:22 AM
                Joined: Sep 13, 2023
                Location:​

                DZ will use such things so when he puts something in the plane besides your knocker he will probably exceed you and your friends by quite a bit.

                Have a good day.
                Hubert
                State-of-the-art PMSM/BLDC motor control solution for aerospace applications and robotics - Télega - Zubax Robotics
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                • Hi Hubert,
                  yes, these are again such truths about the Powercroco Tuning copper winding. Any smaller engine that runs with the transmission cuts a better figure than the thumper engines. The Brenner counter-rotating gearbox would be the first choice. At 7:1 the motor has to rotate 7 times of a direct drive. The Audiosmith's drive only has a 4:1 reduction. The Scorpion is already at its limits. The cheap steel bell deforms even at slightly higher speeds. I'll write to you what you have to do to master higher speeds mechanically and electromagnetically. The motors that you wind for the torch gears all have a lot fewer turns due to the higher reduction ratio and a larger wire thickness in the coils. The troops can't achieve that. So it’s an advantage for you anyway. Then you don't use any additional capacitors with sufficient capacity. Can it get any stupider? You often let the motors run at partial load when the voltage is switched up. When the capacitors do the hard work. If the manufacturer doesn't pull the wool over the eyes of the users, then it's just deliberate disinformation in order to get more repairs. Do you want the electronics to become ineffective? If only they knew how much effort the manufacturers put into professional drive electronics to ensure the optimal design of the power supply. All you can do is shake your head.

                  Happy Amps Christian​​

                  Comment


                  • Originally posted by Chxpress View Post
                    Hi Hubert,
                    yes, these are again such truths about the Powercroco Tuning copper winding. Any smaller engine that runs with the transmission cuts a better figure than the thumper engines. The Brenner counter-rotating gearbox would be the first choice. At 7:1 the motor has to rotate 7 times of a direct drive. The Audiosmith's drive only has a 4:1 reduction. The Scorpion is already at its limits. The cheap steel bell deforms even at slightly higher speeds. I'll write to you what you have to do to master higher speeds mechanically and electromagnetically. The motors that you wind for the torch gears all have a lot fewer turns due to the higher reduction ratio and a larger wire thickness in the coils. The troops can't achieve that. So it’s an advantage for you anyway. Then you don't use any additional capacitors with sufficient capacity. Can it get any stupider? You often let the motors run at partial load when the voltage is switched up. When the capacitors do the hard work. If the manufacturer doesn't pull the wool over the eyes of the users, then it's just deliberate disinformation in order to get more repairs. Do you want the electronics to become ineffective? If only they knew how much effort the manufacturers put into professional drive electronics to ensure the optimal design of the power supply. All you can do is shake your head.

                    Happy Amps Christian​​
                    Ha! Ich schätze, er kann nur über uns reden, aber nicht mit uns über alles, was mit dem Design oder der Herstellung einer besseren Maschine zu tun hat. Der Gesamtschlag und die Unwucht einer Glocke sind wichtig, ganz zu schweigen davon, dass ein besseres Lager höhere Drehzahlen besser unterstützt. Er sagt, das 5-Dollar-Lager sei gut genug und die Gravur der Glocke sei in Bezug auf die Unwucht vernachlässigbar. Hmm.



                    Hubert
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                    • Ich habe bereits eine spezielle Legierung, die über die Glocke schrumpft und Halt gibt. Man kann auch einen zu kleinen Dorn drucken, mit CF-Rovings umwickeln, aushärten lassen, dann abschneiden, fertigstellen und über die Glocke pressen. Er muss nur etwas unterdimensioniert sein, um eine gute Vorspannung zu bekommen.
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                      • sneu neutronics.com

                        Von:
                        sneu@neutronics.com
                        An:
                        hubert

                        Mo., 15. Apr., 18:16 Uhr

                        "Komisches Zeug! Ich glaube, Kohlenstoff verhält sich anders als die meisten Materialien – die Stränge verkürzen sich und werden dicker, wenn sie erhitzt werden, also sollte ein Kohlenstoffband eigentlich enger werden, wenn es erhitzt wird... Außerdem gibt es eine interessante Schrumpfmetalllegierung, die verwendet wurde, um Magnete an Hochgeschwindigkeitsrotoren zu halten Hoffentlich kann der Speed-Klan etwas herstellen, aber so wie es aussieht, ist das zweifelhaft.Es gibt so viele umsetzbare Lösungen. Winding-Guru? Was für ein Hochstapler.

                        Für uns ist das keine neue Diskussion.

                        ​​
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                        • Wir bieten Produkte in einer Vielzahl von Nickel-Titan-Legierungen an, um die thermomechanische Leistung an spezifische Anwendungen anzupassen. Die Legierungen C und H werden typischerweise für dauerhafte Befestigungen in Umgebungen mit extremen Temperaturen verwendet. Die Legierungen D werden für dauerhafte und abnehmbare Befestigungen in Umgebungen mit milderen Temperaturen verwendet. Die Legierungen N und G werden für Aktuatoren und temporäre Klemmanwendungen verwendet.

                          Komponenten aus Legierung C werden in flüssigem Stickstoff versandt und gelagert. Sie nehmen ihre Form wieder an, wenn sie auf Raumtemperatur erwärmt werden. Dies ist ein Vorteil bei der Arbeit mit großen Baugruppen oder extrem hitzeempfindlichen Komponenten. Legierung C übt Klemmkraft über einen Betriebstemperaturbereich von -65 °C bis +300 °C aus.

                          Legierung H ist unsere am häufigsten verwendete Legierung für Befestigungs- und Dichtungsanwendungen. Diese NiTiNb-Legierung beginnt sich bei etwa 50 °C zu erholen und erreicht die volle Klemmkraft bei 165 °C. Nach der Installation behalten Teile aus Legierung H die Klemmkraft über einen Temperaturbereich von -65 °C bis +300 °C. Wenn Teile mit flüssigem Stickstoff auf unter -120 °C abgekühlt werden, lösen sie sich bei der Demontage oder Einstellung.

                          Legierung D ist eine traditionelle Nitinollegierung. Sie wird für Befestigungsanwendungen mit weniger anspruchsvollen Betriebstemperaturen verwendet. Diese Legierung beginnt sich bei etwa 40 °C zu erholen, erreicht bei 100 °C die volle Klemmkraft und bietet einen Betriebsbereich von 0 °C bis 200 °C. Die niedrige Erholungstemperatur erfordert besondere Sorgfalt beim Versand und bei der Handhabung von Legierungs-D-Teilen vor der Installation. Da Legierung D für die Installation nur auf 100 °C erhitzt werden muss, kann sie auf einigen Baugruppen installiert werden, Legierung H nicht. Ein weiterer potenzieller Vorteil dieser Legierung ist, dass sie sich bei -50 °C löst und mit HFC-Sprühkühlmittel oder CO2/Trockeneis entfernt werden kann.

                          Legierung G wird hauptsächlich für Einzelzyklus-Aktuatoren verwendet. Beim ersten Heizzyklus beginnen Legierungs-G-Teile bei etwa 105 °C, ihre Gedächtnisform wiederherzustellen, und erreichen etwa 4 °C darüber die vollständige Erholung. Diese scharfe Temperaturreaktion ist für Aktuatoren mit Umgebungstemperaturerfassung von Vorteil. Der für die vollständige Betätigung erforderliche Temperaturanstieg steigt mit der Widerstandslast, die der Aktuator bewegen muss, sodass die vollständige Betätigungstemperatur vom Systemdesign abhängt. Die Spannung in einem Teil aus Legierung G geht beim Abkühlen auf etwa 30 °C auf Null zurück. Bei anschließender Erwärmung beginnt sich das Teil bei etwa 65 °C zu erholen.

                          Legierung N verhält sich genauso wie Legierung G, außer dass alle Temperaturen um 25 °C nach oben verschoben werden. Die Erholung beginnt bei 130 °C. Die Spannung fällt beim Abkühlen unter 55 °C auf Null zurück. Bei anschließender Erwärmung beginnt sich das Teil bei etwa 90 °C zu erholen. Wie bei Legierung G sind die meisten Anwendungen von Legierung N für Einzelzyklusaktuatoren vorgesehen.

                          Auf dieser Website finden Sie nur Zeichnungen für Teile, die mit Legierung H hergestellt wurden. Wir stellen auch Standard- und Sonderteile aus diesen anderen Legierungen her. Bitte kontaktieren Sie uns für weitere Dokumentation.​
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                          • We offer products in a variety of nickel-titanium alloys to tailor the thermo-mechanical performance to specific applications. Alloys C and H are typically used for permanent fastening in extreme temperature environments. Alloys D is used for permanent and demateable fastening in more benign thermal environments. Alloys N and G are used for actuators and temporary clamping applications.

                            Alloy C components are shipped and stored in liquid nitrogen. They recover to their memory shape on warming to room temperature. This is a benefit when working with large assemblies or extremely heat sensitive components. Alloy C applies clamping force over an operating temperature range of -65°C to +300°C.

                            Alloy H is our most broadly used alloy for fastening and sealing applications. This NiTiNb alloy begins to recover at about 50°C and reaches full clamping force at 165°C. Once installed, Alloy H parts maintain clamping force over a temperature range of -65°C to +300°C. Cooling parts to below -120°C with liquid nitrogen will cause them to loosen their grip for disassembly or adjustment.

                            Alloy D is a traditional nitinol alloy. It is used for fastening applications with less demanding operating temperatures. This alloy begins to recover at about 40°C, reaches full clamping force at 100°C and offers an operating range of 0°C to 200°C. The low recovery temperature necessitates extra care in shipping and handling of Alloy D parts prior to installation. Since Alloy D only requires heating to 100°C for installation, it can be installed on some assemblies Alloy H cannot. Another potential advantage of this alloy is that it loosens at -50°C, allowing removal with HFC spray refrigerant or CO2/dry ice.

                            Alloy G is used primarily for single cycle actuators. On the first heating cycle, Alloy G parts begin to recover their memory shape at about 105°C, reaching full recovery about 4°C above that. This sharp temperature response is advantageous for ambient temperature sensing actuators. The temperature rise required to drive full actuation increases with the resisting load the actuator must move, so the full actuation temperature depends on the system design. Stress in an Alloy G part will go to zero on cooling to about 30°C. On subsequent heating, the part will begin to recover at about 65°C.

                            Alloy N behaves the same as Alloy G, except all the temperatures are shifted up by 25°C. Recovery starts at 130°C. The stress drops to zero on cooling below 55°C. On subsequent heating, the part will begin to recover at about 90°C. As with Alloy G, most applications of Alloy N are for single cycle actuators.

                            On this website you will only find drawings for parts produced with Alloy H. We produce standard and custom parts from these other alloys as well. Please contact us for additional documentation.



                            Hubert
                            State-of-the-art PMSM/BLDC motor control solution for aerospace applications and robotics - Télega - Zubax Robotics
                            Advanced Power Drives

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                            • Inconel makes a good retention sleeve also

                              Inconel
                              is a nickel-chromium-based superalloy often utilized in extreme environments where components are subjected to high temperature, pressure or mechanical loads. Inconel alloys are oxidation- and corrosion-resistant. When heated, Inconel forms a thick, stable, passivating oxide layer protecting the surface from further attack. Inconel retains strength over a wide temperature range, attractive for high-temperature applications where aluminum and steel would succumb to creep as a result of thermally-induced crystal vacancies. Inconel's high-temperature strength is developed by solid solution strengthening or precipitation hardening, depending on the alloy.[1][2]

                              Inconel alloys are typically used in high temperature applications. Common trade names for various Inconel alloys include:
                              • Alloy 625: Inconel 625, Chronin 625, Altemp 625, Haynes 625, Nickelvac 625 Nicrofer 6020 and UNS designation N06625.[3]
                              • Alloy 600: NA14, BS3076, 2.4816, NiCr15Fe (FR), NiCr15Fe (EU), NiCr15Fe8 (DE) and UNS designation N06600.
                              • Alloy 718: Nicrofer 5219, Superimphy 718, Haynes 718, Pyromet 718, Supermet 718, Udimet 718 and UNS designation N07718.[4]
                              Click image for larger version  Name:	Inconel_718.jpg Views:	0 Size:	46.1 KB ID:	412930
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                              • There is also magnetic stainless so a bell can be that with a flux ring inside. But you already know that since your 41 series Lehner has a high speed bell that wont fall apart at high speed.

                                Can the boss turn any of it on his lathe? The shelter probably didn't make enough.



                                TTYL
                                Hubert
                                State-of-the-art PMSM/BLDC motor control solution for aerospace applications and robotics - Télega - Zubax Robotics
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                                • Wickelschema 2-Draht so möglich? (12N10P) Align 700M gekürzt | RC-Network.de

                                  I really wish this groups would stop recommending parallel stranded bifilar winds when they only increase the ac resistance and lower the efficiency of the motor. A YY is already a 2 strand motor. Smart people would stop there. A DD is even dumber....especially on a sinus drive.

                                  The best 700 they've ever seen is Black Karma Align wound by the real 1boho.. and they are still curious about it. Who brings up one from 4 years ago. They have put the constants in their calculators... I destroyed his 42 series scorpion in efficiency and power density. That DD with all its parallel strands is real noisy trash.. with and idle current of over 10 amperes when the LRK YY is barely 3

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                                  • Was für eine Schwachsinnstheorie, die sie sich ausgedacht haben, wonach die „Drehzahlsteifigkeit“, die in der Wissenschaft nicht einmal erwähnt wird, den Motorwirkungsgrad beeinflusst. Scheiß auf die dummen Vermutungen, was der Wirkungsgrad ist. Nimm die tatsächliche mechanische Messung, also Drehmoment und Drehzahl, und gib dann den verdammten Wirkungsgrad an.

                                    in english....
                                    What a bs theory they came up with where "speed stiffness" which is not even mentioned in the science affects engine efficiency. Screw the stupid guesses of what the efficiency is . Take the actual mechanical measurement. torque and speed, and then specify the damn efficiency based off the electrical draw.


                                    I dont trust 'empirical' charts when they do things like remove the heat sinks from the drive before testing it

                                    The YGE's RCT heat sink on the 255 for instance is YGE's engineered newest cooling tech. Why would you remove it when you need optimal performance?


                                    Hubert
                                    State-of-the-art PMSM/BLDC motor control solution for aerospace applications and robotics - Télega - Zubax Robotics
                                    Advanced Power Drives

                                    MOTORS FOR RC SURFACE VEHICLES - NEU RACING​​​

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                                    • What did Ralph know about shrinkable NiTiNb alloys for magnet retention? I Bet the motor Führer didn't know the material can also be used to create extremely low electrical loss connectors.



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                                      • Click image for larger version  Name:	radial_assy_magnet.jpg Views:	0 Size:	12.1 KB ID:	412958






                                        Magnet Assemblies
                                        Bind magnet assemblies where extreme temperatures, rpm or shock loading render other assembly techniques inadequate.

                                        UniLok shape memory rings offer over 10 times the motion of conventional thermal shrink fits. This allows looser tolerances on mating parts and results in the large interference strains needed to achieve consistent clamping pressure. Installation time for shrink fits can be quite limited, while heat-to-recover UniLok rings allow unlimited time for positioning components prior to shrinkage.


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                                        • Click image for larger version  Name:	socket_assy.jpg Views:	0 Size:	13.2 KB ID:	412960
                                          These INSTRINSIC materials may be too pricey for the speed Klan
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