From a review of the new Ferrari SF90 hybrid:
the front axle is powered by two axial flux motors.
A radial flux motor sits between the gasoline engine
and gearbox.

What's this axial/radial flux thigamajig?

Another question: the V8 utilizes 32 valves.
Why 4 valves per cylinder?
One intake, one exhaust, and two for ...
(maybe backup, after engine meltdown; 986 hp!!)

There must be a few motorheads here -

--
Rich

On 1/08/2021 7:59 am, RichD wrote:
> From a review of the new Ferrari SF90 hybrid:
> the front axle is powered by two axial flux motors.
> A radial flux motor sits between the gasoline engine
> and gearbox.
>
> What's this axial/radial flux thigamajig?
>
> Another question: the V8 utilizes 32 valves.
> Why 4 valves per cylinder?
> One intake, one exhaust, and two for ...
> (maybe backup, after engine meltdown; 986 hp!!)
>
> There must be a few motorheads here -
>
> --
> Rich
>
Try 2 intake and 2 exhaust :-)
There are some good rundowns on the axial flux motors on google.
All to do with the placement of the magnets as I recall.

On 7/31/21 7:59 PM, RichD wrote:
> From a review of the new Ferrari SF90 hybrid:
> the front axle is powered by two axial flux motors.
> A radial flux motor sits between the gasoline engine
> and gearbox.
>
> What's this axial/radial flux thigamajig?
>
> Another question: the V8 utilizes 32 valves.
> Why 4 valves per cylinder?
> One intake, one exhaust, and two for ...
> (maybe backup, after engine meltdown; 986 hp!!)
>
> There must be a few motorheads here -
>
> --
> Rich
>

With 2 intake and 2 exhaust valves you can get more valve area for a
given bore, compared to only 1 of each. Some motorcycles use 3 intakes
and 2 exhaust. Smaller valves are lighter and you need less lift for
the same total flow so there is less stress on the valvetrain at a given
flow compared to a two valve engine, or you can run higher rpms at the
same stress level for more horsepower if you want to do the tradeoff
that way. Most high performance 4V engines also use dual overhead cams
(one for intake and one for exhaust) so no pushrods and another big
reduction in valvetrain weight for even more rpm potential.

--
Regards,
Carl

søndag den 1. august 2021 kl. 02.47.36 UTC+2 skrev Carl:
> On 7/31/21 7:59 PM, RichD wrote:
> > From a review of the new Ferrari SF90 hybrid:
> > the front axle is powered by two axial flux motors.
> > A radial flux motor sits between the gasoline engine
> > and gearbox.
> >
> > What's this axial/radial flux thigamajig?
> >
> > Another question: the V8 utilizes 32 valves.
> > Why 4 valves per cylinder?
> > One intake, one exhaust, and two for ...
> > (maybe backup, after engine meltdown; 986 hp!!)
> >
> > There must be a few motorheads here -
> >
> > --
> > Rich
> >
> With 2 intake and 2 exhaust valves you can get more valve area for a
> given bore, compared to only 1 of each. Some motorcycles use 3 intakes
> and 2 exhaust. Smaller valves are lighter and you need less lift for
> the same total flow so there is less stress on the valvetrain at a given
> flow compared to a two valve engine, or you can run higher rpms at the
> same stress level for more horsepower if you want to do the tradeoff
> that way. Most high performance 4V engines also use dual overhead cams
> (one for intake and one for exhaust) so no pushrods and another big
> reduction in valvetrain weight for even more rpm potential.

yeh, there are very few engines use 5 valve because it is barely better than 4
but very few engines that isn't based on some ancient design that isn't 4 valve

søndag den 1. august 2021 kl. 02.05.32 UTC+2 skrev Rheilly Phoull:
> On 1/08/2021 7:59 am, RichD wrote:
> > From a review of the new Ferrari SF90 hybrid:
> > the front axle is powered by two axial flux motors.
> > A radial flux motor sits between the gasoline engine
> > and gearbox.
> >
> > What's this axial/radial flux thigamajig?
> >
> > Another question: the V8 utilizes 32 valves.
> > Why 4 valves per cylinder?
> > One intake, one exhaust, and two for ...
> > (maybe backup, after engine meltdown; 986 hp!!)
> >
> > There must be a few motorheads here -
> >
> > --
> > Rich
> >
> Try 2 intake and 2 exhaust :-)
> There are some good rundowns on the axial flux motors on google.
> All to do with the placement of the magnets as I recall.

https://www.phi-power.com/en/technology/

On 7/31/2021 4:59 PM, RichD wrote:
> Another question: the V8 utilizes 32 valves.
> Why 4 valves per cylinder?

Because you can't move as much air/exhaust with just two
(total). Power = air. It has to do with geometry...

> One intake, one exhaust, and two for ...
> (maybe backup, after engine meltdown; 986 hp!!)
>
> There must be a few motorheads here -

On Saturday, July 31, 2021 at 9:42:32 PM UTC-4, Don Y wrote:
> On 7/31/2021 4:59 PM, RichD wrote:
> > Another question: the V8 utilizes 32 valves.
> > Why 4 valves per cylinder?
> Because you can't move as much air/exhaust with just two
> (total). Power = air. It has to do with geometry...
> > One intake, one exhaust, and two for ...
> > (maybe backup, after engine meltdown; 986 hp!!)
> >
> > There must be a few motorheads here -

Before anything else, a conventional ICE is an air pump. The performance is dominated by how much air you can get into and out of the cylinders. More air means more fuel and more power. That's why a turbo is such an improvement, it pumps better than the pistons do. The valves are in the way of everything and they work optimally when you get them out of the way as much as possible, both for mechanical reasons as well as airflow. Multiple, smaller valves fit into the available space better giving more space for air flow given the size of the bore, stroke and compression ratio.

--

Rick C.

- Get 1,000 miles of free Supercharging
- Tesla referral code - https://ts.la/richard11209

On Sat, 31 Jul 2021 18:32:37 -0700 (PDT), Lasse Langwadt Christensen
<langwadt@fonz.dk> wrote:

>søndag den 1. august 2021 kl. 02.47.36 UTC+2 skrev Carl:
>> On 7/31/21 7:59 PM, RichD wrote:
>> > From a review of the new Ferrari SF90 hybrid:
>> > the front axle is powered by two axial flux motors.
>> > A radial flux motor sits between the gasoline engine
>> > and gearbox.
>> >
>> > What's this axial/radial flux thigamajig?
>> >
>> > Another question: the V8 utilizes 32 valves.
>> > Why 4 valves per cylinder?
>> > One intake, one exhaust, and two for ...
>> > (maybe backup, after engine meltdown; 986 hp!!)
>> >
>> > There must be a few motorheads here -
>> >
>> > --
>> > Rich
>> >
>> With 2 intake and 2 exhaust valves you can get more valve area for a
>> given bore, compared to only 1 of each. Some motorcycles use 3 intakes
>> and 2 exhaust. Smaller valves are lighter and you need less lift for
>> the same total flow so there is less stress on the valvetrain at a given
>> flow compared to a two valve engine, or you can run higher rpms at the
>> same stress level for more horsepower if you want to do the tradeoff
>> that way. Most high performance 4V engines also use dual overhead cams
>> (one for intake and one for exhaust) so no pushrods and another big
>> reduction in valvetrain weight for even more rpm potential.
>
>yeh, there are very few engines use 5 valve because it is barely better than 4
>but very few engines that isn't based on some ancient design that isn't 4 valve
>
>
>

We are so fortunate to do electronics. We can scribble a circuit and
simulate it and build it and test it in an hour. We can do that on a
pcb in a week or two. We can probe all the nodes, thermal image the
parts, even measure currents. Parts are cheap and easy to replace.

The poor ME engine designers have a much tougher time, both building
and measuring.

--

John Larkin Highland Technology, Inc

The best designs are necessarily accidental.

On Sunday, August 1, 2021 at 1:54:26 PM UTC+10, jla...@highlandsniptechnology.com wrote:
> On Sat, 31 Jul 2021 18:32:37 -0700 (PDT), Lasse Langwadt Christensen
> <lang...@fonz.dk> wrote:
> >sųndag den 1. august 2021 kl. 02.47.36 UTC+2 skrev Carl:
> >> On 7/31/21 7:59 PM, RichD wrote:

<snip>

> We are so fortunate to do electronics. We can scribble a circuit and
> simulate it and build it and test it in an hour. We can do that on a
> pcb in a week or two. We can probe all the nodes, thermal image the
> parts, even measure currents. Parts are cheap and easy to replace.

You can if you build really simple, undemanding electronics.

Serious electronics takes more of an effort, and you can find yourself stuck with exploiting expensive and hard-to-get parts, and even getting special purpose transformers wound. It's still not building bridges or opera houses, but it can take months or even years before you've got a working product .
> The poor ME engine designers have a much tougher time, both building and measuring.

Of course, now that they are moving to electric motors, their lives will get a bit simpler.

--
Bill Sloman, Sydney

On Saturday, July 31, 2021 at 4:59:27 PM UTC-7, RichD wrote:
> From a review of the new Ferrari SF90 hybrid:
> the front axle is powered by two axial flux motors.
> A radial flux motor sits between the gasoline engine
> and gearbox.
>
> What's this axial/radial flux thigamajig?

Axial-flux motors used to be called 'pancake motors', seen mainly
in inverter-driven precision motors (tape transport for old computers
often used such). Some of the new variants seem to be lighter'than conventional
induction motors, and much shorter (less magnetic path to actuate).

This outfit makes some...
<https://www.infinitumelectric.com>

RichD <r_delaney2001@yahoo.com> wrote in news:995a242d-5450-46d0-
ad92-195603d70246n@googlegroups.com:

> From a review of the new Ferrari SF90 hybrid:
> the front axle is powered by two axial flux motors.
> A radial flux motor sits between the gasoline engine
> and gearbox.
>
> What's this axial/radial flux thigamajig?
>
> Another question: the V8 utilizes 32 valves.
> Why 4 valves per cylinder?
> One intake, one exhaust, and two for ...
> (maybe backup, after engine meltdown; 986 hp!!)
>
> There must be a few motorheads here -
>
> --
> Rich
>

On the first... think of flux. Now think of it having an
orientation. Now examine the terms again.

As to the second...

No way! You've never heard of four valves per cylinder engines?

They have been around on bikes for decades and then 4 then 6 then 8
cylinder car engine makers incorporated them.

Consider CFM. Consider that the intake must be larger than the
exhaust. Consider that stuffing two large and two small valves into
a cumbustion chamber deftly allows for more intake CFM which means
more power and better efficiency throughout the rpm range.

One large intake and smaller exhaust does not as effectively
utilize the combustion chamber roof surface and also does not
"breathe" as well (OHV systems). And has a tumultuous track through
its rpm range of operation. A few more valve train parts is easy HP
gain. Some have perfected it. That 986 HP is likely at a very high
rpm, so those valves are undoubtedly shoved on by roller cam. Less
unsprung weight in smaller four valve per cylinder arrangements allow
for higher rpm. Smaller valves make for smoother port tuning through
the operation range as well.

jlarkin@highlandsniptechnology.com wrote in
news:9c6cgg9mivn9dkab7ljr9brummtbrv5mrk@4ax.com:

> On Sat, 31 Jul 2021 18:32:37 -0700 (PDT), Lasse Langwadt
> Christensen <langwadt@fonz.dk> wrote:
>
>>s�ndag den 1. august 2021 kl. 02.47.36 UTC+2 skrev Carl:
>>> On 7/31/21 7:59 PM, RichD wrote:
>>> > From a review of the new Ferrari SF90 hybrid:
>>> > the front axle is powered by two axial flux motors.
>>> > A radial flux motor sits between the gasoline engine
>>> > and gearbox.
>>> >
>>> > What's this axial/radial flux thigamajig?
>>> >
>>> > Another question: the V8 utilizes 32 valves.
>>> > Why 4 valves per cylinder?
>>> > One intake, one exhaust, and two for ...
>>> > (maybe backup, after engine meltdown; 986 hp!!)
>>> >
>>> > There must be a few motorheads here -
>>> >
>>> > --
>>> > Rich
>>> >
>>> With 2 intake and 2 exhaust valves you can get more valve area
>>> for a given bore, compared to only 1 of each. Some motorcycles
>>> use 3 intakes and 2 exhaust. Smaller valves are lighter and you
>>> need less lift for the same total flow so there is less stress
>>> on the valvetrain at a given flow compared to a two valve
>>> engine, or you can run higher rpms at the same stress level for
>>> more horsepower if you want to do the tradeoff that way. Most
>>> high performance 4V engines also use dual overhead cams (one for
>>> intake and one for exhaust) so no pushrods and another big
>>> reduction in valvetrain weight for even more rpm potential.
>>
>>yeh, there are very few engines use 5 valve because it is barely
>>better than 4 but very few engines that isn't based on some
>>ancient design that isn't 4 valve
>>
>>
>>
>
> We are so fortunate to do electronics. We can scribble a circuit
> and simulate it and build it and test it in an hour. We can do
> that on a pcb in a week or two. We can probe all the nodes,
> thermal image the parts, even measure currents. Parts are cheap
> and easy to replace.
>
> The poor ME engine designers have a much tougher time, both
> building and measuring.
>
>
I find it amusing that all these years you have thought of yourself
and your industrial jabs at others as being amusing.

One can buy a big industrial valve to gate a flow of a gas or
liquid. One sees them on refinery installations and water treatment
plants etc. as one drives by. Most do not notice that each valve
also requires an actuator. These transducers convert pneumatic or
hydraulic force into mechanical rotary torque or linear transit.
Some of those are nearly as big as the valve itself, weighing
hundreds of pounds.

Some of those poor ME engine designers make twice what you make and
enjoy their work an order of magnitude more. Their engines get made
for years and get used for decades performing real work for tens of
thousands of citizens.

Your crap pleases a single contractor for a single situational
need. You are not saving the world or assisting society with a much
needed device, you are covering your ass and the asses of a few co-
workers and that is it. You are a scribbler. Scribble up something
that everyone will want at least one of, Johnny.

Design us a good stereo headphone amp using a pair of 16850
rechargeables that blows all the others out of the water. Don't
forget the watchdog circuit on the recharge side and might as well
throw in a bluetooth linker. Ooops... too late... many folks beat
you to it.

John Doe <always.look@message.header> wrote in news:se602e$th9$5@dont-
email.me:

> From: John Doe

God damn! You have to be Usenet's most retarded poster! Oh look,
Bill... It's John D'Oh!

Even with its occasional spasms, this foulmouthed reactionary troll
has made great progress in recent months.

Well done, Always Wrong...

--
DecadentLinuxUserNumeroUno@decadence.org wrote:

> Path: eternal-september.org!reader02.eternal-september.org!aioe.org!5U2ooNuM5UP0Ynf/GmOnCg.user.46.165.242.91.POSTED!not-for-mail
> From: DecadentLinuxUserNumeroUno@decadence.org
> Newsgroups: sci.electronics.design
> Subject: Re: motor architecture
> Date: Sun, 1 Aug 2021 12:26:38 -0000 (UTC)
> Organization: Aioe.org NNTP Server
> Message-ID: <se63tt$qjc$2@gioia.aioe.org>
> References: <995a242d-5450-46d0-ad92-195603d70246n@googlegroups.com> <se4qt802urn@news4.newsguy.com> <20e45200-5894-42be-9319-d370243a4ff5n@googlegroups.com> <9c6cgg9mivn9dkab7ljr9brummtbrv5mrk@4ax.com> <c2efc712-354a-4f8c-9817-a7df1d3ae8fcn@googlegroups.com> <se602e$th9$5@dont-email.me>
> Injection-Info: gioia.aioe.org; logging-data="27244"; posting-host="5U2ooNuM5UP0Ynf/GmOnCg.user.gioia.aioe.org"; mail-complaints-to="abuse@aioe.org";
> User-Agent: Xnews/5.04.25
> X-Notice: Filtered by postfilter v. 0.9.2
> Xref: reader02.eternal-september.org sci.electronics.design:639085
>
> John Doe <always.look@message.header> wrote in news:se602e$th9$5@dont-
> email.me:
>
>> From: John Doe
>
> God damn! You have to be Usenet's most retarded poster! Oh look,
> Bill... It's John D'Oh!
>

> The troll doesn't even know how to format a USENET post...

As ironically stated by the John Doe <always.look@message.header> troll
in message-id <sdhn7c$pkp$4@dont-email.me> who has posted yet another
incorectly formatted USENET posting on Sun, 1 Aug 2021 11:20:46 -0000
(UTC) in message-id <se602e$th9$5@dont-email.me>.

> The troll doesn't even know how to format a USENET post...

As ironically stated by the John Doe <always.look@message.header> troll
in message-id <sdhn7c$pkp$4@dont-email.me> who has posted yet another
incorectly formatted USENET posting on Sun, 1 Aug 2021 14:46:13 -0000
(UTC) in message-id <se6c3k$ld0$4@dont-email.me>.

On Sun, 1 Aug 2021 12:24:05 -0000 (UTC),
DecadentLinuxUserNumeroUno@decadence.org wrote:

>jlarkin@highlandsniptechnology.com wrote in
>news:9c6cgg9mivn9dkab7ljr9brummtbrv5mrk@4ax.com:
>
>> On Sat, 31 Jul 2021 18:32:37 -0700 (PDT), Lasse Langwadt
>> Christensen <langwadt@fonz.dk> wrote:
>>
>>>søndag den 1. august 2021 kl. 02.47.36 UTC+2 skrev Carl:
>>>> On 7/31/21 7:59 PM, RichD wrote:
>>>> > From a review of the new Ferrari SF90 hybrid:
>>>> > the front axle is powered by two axial flux motors.
>>>> > A radial flux motor sits between the gasoline engine
>>>> > and gearbox.
>>>> >
>>>> > What's this axial/radial flux thigamajig?
>>>> >
>>>> > Another question: the V8 utilizes 32 valves.
>>>> > Why 4 valves per cylinder?
>>>> > One intake, one exhaust, and two for ...
>>>> > (maybe backup, after engine meltdown; 986 hp!!)
>>>> >
>>>> > There must be a few motorheads here -
>>>> >
>>>> > --
>>>> > Rich
>>>> >
>>>> With 2 intake and 2 exhaust valves you can get more valve area
>>>> for a given bore, compared to only 1 of each. Some motorcycles
>>>> use 3 intakes and 2 exhaust. Smaller valves are lighter and you
>>>> need less lift for the same total flow so there is less stress
>>>> on the valvetrain at a given flow compared to a two valve
>>>> engine, or you can run higher rpms at the same stress level for
>>>> more horsepower if you want to do the tradeoff that way. Most
>>>> high performance 4V engines also use dual overhead cams (one for
>>>> intake and one for exhaust) so no pushrods and another big
>>>> reduction in valvetrain weight for even more rpm potential.
>>>
>>>yeh, there are very few engines use 5 valve because it is barely
>>>better than 4 but very few engines that isn't based on some
>>>ancient design that isn't 4 valve
>>>
>>>
>>>
>>
>> We are so fortunate to do electronics. We can scribble a circuit
>> and simulate it and build it and test it in an hour. We can do
>> that on a pcb in a week or two. We can probe all the nodes,
>> thermal image the parts, even measure currents. Parts are cheap
>> and easy to replace.
>>
>> The poor ME engine designers have a much tougher time, both
>> building and measuring.
>>
>>
> I find it amusing that all these years you have thought of yourself
>and your industrial jabs at others as being amusing.

That wasn't a jab. I was just noting how easy it is for electronic
designers to simulate, measure, and modify our designs. Do you do any
of that?

I can touch an IC pin with a scope probe and save the waveform. An ME
has a very hard time measuring the temperature profile of a valve stem
in an engine running at 6000 RPM. I can imagine lots of ideas and
optimizations that never get done.

>
> One can buy a big industrial valve to gate a flow of a gas or
>liquid. One sees them on refinery installations and water treatment
>plants etc. as one drives by. Most do not notice that each valve
>also requires an actuator. These transducers convert pneumatic or
>hydraulic force into mechanical rotary torque or linear transit.
>Some of those are nearly as big as the valve itself, weighing
>hundreds of pounds.

I used to design pipeline supervisory control systems and ship
propulsion automation. I remember doing fun stuff like lying on a hot
asbestos pad on a giant noisy steam valve turning a trimpot. I have
stories from my seafaring days.

>
> Some of those poor ME engine designers make twice what you make and
>enjoy their work an order of magnitude more. Their engines get made
>for years and get used for decades performing real work for tens of
>thousands of citizens.
>
> Your crap pleases a single contractor for a single situational
>need. You are not saving the world or assisting society with a much
>needed device, you are covering your ass and the asses of a few co-
>workers and that is it. You are a scribbler. Scribble up something
>that everyone will want at least one of, Johnny.

Probably 20% of the EUV-scale ICs made now, and 98% of the ones made
with EUV scanners, are controlled by our gear. So you have some
products, probably a lot of them, that we control the manufacture of.

We helped develop the GTF and F35 engines. You may have flown on a
plane with a Pratt GTF engine. We time and modulate NIF. Lots of fun
stuff.

Every one of our designs starts with lots of scribbling. The paper-pad
budget is ruinous.

What's the point of making up erroneous insults? They just make you
look dumb. Is Sloman one of your nyms?

>
> Design us a good stereo headphone amp using a pair of 16850
>rechargeables that blows all the others out of the water. Don't
>forget the watchdog circuit on the recharge side and might as well
>throw in a bluetooth linker. Ooops... too late... many folks beat
>you to it.

Did you design that? We are probably firing the lasers that fab those
chips.

--

John Larkin Highland Technology, Inc

The best designs are necessarily accidental.

On Sun, 1 Aug 2021 12:06:08 -0000 (UTC),
DecadentLinuxUserNumeroUno@decadence.org wrote:

>RichD <r_delaney2001@yahoo.com> wrote in news:995a242d-5450-46d0-
>ad92-195603d70246n@googlegroups.com:
>
>> From a review of the new Ferrari SF90 hybrid:
>> the front axle is powered by two axial flux motors.
>> A radial flux motor sits between the gasoline engine
>> and gearbox.
>>
>> What's this axial/radial flux thigamajig?
>>
>> Another question: the V8 utilizes 32 valves.
>> Why 4 valves per cylinder?
>> One intake, one exhaust, and two for ...
>> (maybe backup, after engine meltdown; 986 hp!!)
>>
>> There must be a few motorheads here -
>>
>> --
>> Rich
>>
>
>
> On the first... think of flux. Now think of it having an
>orientation. Now examine the terms again.
>
>As to the second...
>
>No way! You've never heard of four valves per cylinder engines?
>
> They have been around on bikes for decades and then 4 then 6 then 8
>cylinder car engine makers incorporated them.
>
> Consider CFM. Consider that the intake must be larger than the
>exhaust. Consider that stuffing two large and two small valves into
>a cumbustion chamber deftly allows for more intake CFM which means
>more power and better efficiency throughout the rpm range.
>
> One large intake and smaller exhaust does not as effectively
>utilize the combustion chamber roof surface and also does not
>"breathe" as well (OHV systems). And has a tumultuous track through
>its rpm range of operation. A few more valve train parts is easy HP
>gain. Some have perfected it. That 986 HP is likely at a very high
>rpm, so those valves are undoubtedly shoved on by roller cam. Less
>unsprung weight in smaller four valve per cylinder arrangements allow
>for higher rpm. Smaller valves make for smoother port tuning through
>the operation range as well.

I think there have been 3-valve engines, and of course no-valve
engines.

--

John Larkin Highland Technology, Inc

The best designs are necessarily accidental.

On Monday, August 2, 2021 at 1:27:37 AM UTC+10, jla...@highlandsniptechnology.com wrote:
> On Sun, 1 Aug 2021 12:24:05 -0000 (UTC), DecadentLinux...@decadence.org wrote:
> >jla...@highlandsniptechnology.com wrote in news:9c6cgg9mivn9dkab7...@4ax..com:
> >> On Sat, 31 Jul 2021 18:32:37 -0700 (PDT), Lasse Langwadt Christensen <lang...@fonz.dk> wrote:
> >>>søndag den 1. august 2021 kl. 02.47.36 UTC+2 skrev Carl:
> >>>> On 7/31/21 7:59 PM, RichD wrote:

> > I find it amusing that all these years you have thought of yourself
> >and your industrial jabs at others as being amusing.
>
> That wasn't a jab. I was just noting how easy it is for electronic designers to simulate, measure, and modify our designs. Do you do any of that?

Who doesn't?
> I can touch an IC pin with a scope probe and save the waveform. An ME
> has a very hard time measuring the temperature profile of a valve stem
> in an engine running at 6000 RPM. I can imagine lots of ideas and
> optimizations that never get done.

One of my friends went a bit further and fired a laser into a car-engine cylinder while it was running and looked at the gas flows as the spark-plug ignited the air-fuel mixture.

<snip>

> > Your crap pleases a single contractor for a single situational
> >need. You are not saving the world or assisting society with a much
> >needed device, you are covering your ass and the asses of a few co-
> >workers and that is it. You are a scribbler. Scribble up something
> >that everyone will want at least one of, Johnny.
>
> Probably 20% of the EUV-scale ICs made now, and 98% of the ones made
> with EUV scanners, are controlled by our gear. So you have some
> products, probably a lot of them, that we control the manufacture of.

Except that what you are taking about is the scheme that Phil Hobbs worked out to keep track of the droplets of molten tin that get hit by a laser to generate the EUV light.

You got to put together the electronics that makes it work, but Phil Hobbs told you what to build.

And there's a great deal more than just the light source in in the AMSL photolithography machine.

Electron-beam microfabricators that write the masks are pretty complicated too - I've worked on them.
> We helped develop the GTF and F35 engines. You may have flown on a
> plane with a Pratt GTF engine. We time and modulate NIF. Lots of fun
> stuff.

You've made some contribution, but not quite as large as you like to claim.

> Every one of our designs starts with lots of scribbling. The paper-pad budget is ruinous.

Largely because you don't listen carefully enough when people tell you what they need you to build.
> What's the point of making up erroneous insults? They just make you look dumb. Is Sloman one of your nyms?

John Larkin expects to be fulsomely flattered. He gets distinctly ratty when he doesn't get his fix of flattery, and claims that he is being insulted...

<snip>

> Did you design that? We are probably firing the lasers that fab those chips.

You played a small part in that. Don't let it go to your head.

--
Bill Sloman, Sydney

jlarkin@highlandsniptechnology.com wrote in
news:h1edgg1ggfklbmg5n59gccdbp04o02dbml@4ax.com:

> I can touch an IC pin with a scope probe and save the waveform. An
> ME has a very hard time measuring the temperature profile of a
> valve stem in an engine running at 6000 RPM. I can imagine lots of
> ideas and optimizations that never get done.
>

Engine valve material and design particulars have been honed in on
decades ago and an engineer incorporates those known parameters into
their designs. There are even 9/16 inch stem diameter hollow exhaust
valves from Ford, which are filled with Sodium. I think they know what
they are doing after seeing millions of engine valves in working
engines.

A propane converted ambulance came in to a place I worked at for a
rebuild and the combustion chambers were all stained red and those
chambers got so hot that the exhaust valve springs pulled the valve,
seat and all up into the head, deforming the combustion chambers and
destroying the heads. The valves all fared just fine.

You can try to imagine, but without that (qualified) ME degree, you
are likely guessing worse even than Donald John Trump guessed and
stumbled his way through his failed life.

jlarkin@highlandsniptechnology.com wrote in
news:h1edgg1ggfklbmg5n59gccdbp04o02dbml@4ax.com:

> Probably 20% of the EUV-scale ICs made now, and 98% of the ones made
> with EUV scanners, are controlled by our gear. So you have some
> products, probably a lot of them, that we control the manufacture of.
>

Oh boy. Don't you mean that ONE aspect of their process is
controlled by one of your devices, not the entire process.

We sold an HV power supply to Cymer years ago. They may or may not
still use them and they may or may not still be in the chip
manufacturing game. The company was since bought up by a conglomerate
(the HVPS company).

I suspect that you know who Cymer Corp. is or was.

jlarkin@highlandsniptechnology.com wrote in
news:h1edgg1ggfklbmg5n59gccdbp04o02dbml@4ax.com:

> We helped develop the GTF and F35 engines. You may have flown on a
> plane with a Pratt GTF engine. We time and modulate NIF. Lots of fun
> stuff.

I built three complete 14 rack "Stimulators" for the F-35 project.
They were used down at the big Benefield Anechoic Chamber.
Also the F-22, the B-1B, the Predator drone, etc.

jlarkin@highlandsniptechnology.com wrote in
news:h1edgg1ggfklbmg5n59gccdbp04o02dbml@4ax.com:

> Did you design that? We are probably firing the lasers that fab those
> chips.
>

No. Your circuit allows the MAKER of the laser you provided the
circuit module to (the folks actually doing to firing) to control THEIR
product reliably so that the chip fab machine it is incorporated into
does its job.

YOU are sitting on your ass spouting insults toward MEs in a USENET
news group. Then claiming that isn't what you were doing.

And you just said that your scribble pad budget was 'ruinous'. I
guess it wouldn't take much to take your entire company down then.
Your little laser fire control circuit could surely easily be sourced
elsewhere.

jlarkin@highlandsniptechnology.com wrote in
news:0dfdgg5gh0liphp34b6iihtvfolev52oj9@4ax.com:

> I think there have been 3-valve engines, and of course no-valve
> engines.
>

Two stroke open port engines have two valves. One is a small
"flapper" gate for the intake stroke, and the other is the piston
itself crossing the open port in the side of the cylinder.

There are, of course, many configurations, Johnny.

Of course, the post was about the ELECTRIC "motor" not the internal
combustion ENGINE.

So his question in his post about the engines would have been of the
topic "OT: Engine Architecture".

søndag den 1. august 2021 kl. 17.30.16 UTC+2 skrev jla...@highlandsniptechnology.com:
> On Sun, 1 Aug 2021 12:06:08 -0000 (UTC),
> DecadentLinux...@decadence.org wrote:
>
> >RichD <r_dela...@yahoo.com> wrote in news:995a242d-5450-46d0-
> >ad92-1956...@googlegroups.com:
> >
> >> From a review of the new Ferrari SF90 hybrid:
> >> the front axle is powered by two axial flux motors.
> >> A radial flux motor sits between the gasoline engine
> >> and gearbox.
> >>
> >> What's this axial/radial flux thigamajig?
> >>
> >> Another question: the V8 utilizes 32 valves.
> >> Why 4 valves per cylinder?
> >> One intake, one exhaust, and two for ...
> >> (maybe backup, after engine meltdown; 986 hp!!)
> >>
> >> There must be a few motorheads here -
> >>
> >> --
> >> Rich
> >>
> >
> >
> > On the first... think of flux. Now think of it having an
> >orientation. Now examine the terms again.
> >
> >As to the second...
> >
> >No way! You've never heard of four valves per cylinder engines?
> >
> > They have been around on bikes for decades and then 4 then 6 then 8
> >cylinder car engine makers incorporated them.
> >
> > Consider CFM. Consider that the intake must be larger than the
> >exhaust. Consider that stuffing two large and two small valves into
> >a cumbustion chamber deftly allows for more intake CFM which means
> >more power and better efficiency throughout the rpm range.
> >
> > One large intake and smaller exhaust does not as effectively
> >utilize the combustion chamber roof surface and also does not
> >"breathe" as well (OHV systems). And has a tumultuous track through
> >its rpm range of operation. A few more valve train parts is easy HP
> >gain. Some have perfected it. That 986 HP is likely at a very high
> >rpm, so those valves are undoubtedly shoved on by roller cam. Less
> >unsprung weight in smaller four valve per cylinder arrangements allow
> >for higher rpm. Smaller valves make for smoother port tuning through
> >the operation range as well.
> I think there have been 3-valve engines, and of course no-valve
> engines.

yes there has been several engine with three valves per cylinder, two intake and one exhaust