Konrad Baecker Magnet motor converted from a DKW car motor

[ceres]

Hello Walter,

My pleasure. Take your time. I am looking forward to it. I find it quite intriguing you have been at Leedskalnin's place! It may be no coincidence I ran into this Leedskalnin treatise on magnet current this week!

I forgot to stress an important point in Konrad Baecker's configuration. The iron cored coil is placed transversally, which is conceptually totally different from the many patents describing and ICE Internal Combustion Engine with permanent magnets in the piston and electromagnets on top of that.

This aspect is also what makes Baecker's configuration so promising. On the video I get the impression he needs some time to load the accumulator, which brings a lower torque on the mechanical side of the engine, but after this reloading the engine is in full swing again. I would love to have a dyno-meter on that engine in the whole process of running without accu loading and with accu loading to get an measured impression of the COP.

Ceres

[hartiberlin]

Hi Ceres and all,
the Baecker motor did not havemuch torque,
when I was there about 20 years ago.

I did not follow up on him since then,
cause he first wanted to patent things and then
I got distracted with other things.

Well, it would be interesting to know, if he is still alive today.

Maybe I will try to give him a call again
and see, what he came up with later..

Well, at least the principle is very intersting and
I thought, I should post this old video of mine
and with todays permanent magnets this might
be an easy modification to an existing car engine.

If you combine this principle with the
carbon-arc experiments at the control points commutator, where you can get
get bigger current spikes back to the battery, you could
have a selfcharging battery when the motor runs
and only use up some graphite-copper contact points.


Regards, Stefan.

[dirt diggler]

Hello All. not sure if this is the right spot to post this or not, feel free to move it if there is a better place.
The idea of converting auto engines to magnetic power has always intrigued me. I believe I have found an engine design that would work better than others, maybe even to the point of running on permanent magnets only.
the engine is the world war 1 gnome rotary.  this engine has the cranckcase bolted solid to the front of the plane, and the radially mounted cylinders rotate around the fixed pistons. see here for animation:http://www.keveney.com/gnome.html

My thoughts are to have opposing magnets on the tops of the pistons and on the heads, then have the crank timed to have each piston repelling after top dead center.
let me know what you think

[FredWalter]

Well, at least the principle is very intersting and I thought, I should post this old video of mine and with todays permanent magnets this might be an easy modification to an existing car engine.

Would either Flynn's parallel path technology, or the Hilden-Brand magnetic valve technology, help here?

[ceres]

@Stefan,

Sorry, I forgot to thank you. Thank you very much for starting this thread by giving this Baecker video from the eighties. No worries it seems to produce low torque or power. It's the approach and concept from whatever time and age which will be decisive in my opinion. Even a 12th century concept may be of interest. This is where historical research and analysis can really help to advance modern technology.

I think there possibly is in Baecker's adapted DKW engine a new concept for guiding flux at a moderate electrical energy cost, which opens horizon for a high COP. Another important aspect I find the longer way of interaction between piston magnet and cylinder magnet. This seems to be really an innovation by Baecker in comparison with other magnet motor concepts.

I hope Konrad Baecker is still alive and able to give his side of the story. On the video he appears to be in his fourties or fifties, maybe he is still alive and kicking in his seventies?! Maybe he has had an accident or just died of natural causes, anything is possible.

From the video it looks like the engine has not much torque as you can see the difference in speed of the pistons between unloaded condition and loaded by the alternator to recharge the battery. Still I would be curious for a dynotest.
Also, how much time could the engine run without battery recharging as compared to the time needed to charge the battery again? This kind of information could give a clue about the COP if I am not wrong?

Where can we find more information on this copper-graphite-plasma-arc process and commutator? Although of importance, the controller-aspect and the battery-loading aspect, the lower the torqueloss for recharging the battery the better it is, even then I find it first of all important to establish the quality of the principle or concept.
When there really was a COP > 1,00 in his case, using Ferrite Magnets, then Permanent Magnets could give a higher torque and higher power and maybe even higher COP.
One of the main questions for me is: are we able to detour the permanent magnets flux temporarily at the comparably same low electrical energy cost as in Baeckers Ferrite application?


@FredWalter,
You are damn right, one good way to see quality is to compare a new approach with other high quality approaches. Flynn as well as Hildenbrand would help here to see in what respect Baecker's approach is a new approach on its own. Baecker is doing something with a transversally placed iron cored coil within a bent permanent magnet. Totally different approach from Hildenbrand, at least that's my first feeling about it. In Hildenbrand's magnetic valve, the coil is behind the permanent magnet path, here the coil is within the permanent magnet, although creating a bridge between the permanent magnet's two polar legs.

What is surprising to me is the apparently low level of electrical energy needed to get the permanent magnet fluxes path changed temporarily. This is similar to Hildenbrand so it seems. Beware, we have no measurements, no data, just impressions from the video.

All in all it gives me the feeling some kind of extra magnetic energy could be coming in, triggered by the electric pulse, some anti-Lorentz-force-like balancing out of fluxes. I am not saying it is a Lorentzforce, I mean it is a process possibly similar to Lorentz-Lenz-law-responses, but then the other way around. This time it is adding - instead of counteracting like in the Lenz-case - extra flux to the flux being produced by the electrically energized iron cored coil, maybe because nature does for some reason or another not allow a flux difference between the two magnetic paths. The last thing is just an idea, some scientists use the word 'hypothesis' for it and start writing books about it. Nature seems to be balancing things out all the time. Once you switch on it produces a counter-force, once you switch off it produces a counter-counter-force, which is force again etc. etc.

The reason why some extra energy from somewhere I suppose must be coming in, because otherwise I do not understand and cannot explain why the flux from the end of the permanent magnets legs can be "sucked" away temporarily by a moderate electrical energy pulse in the bridging iron cored coil. I can imagine the upper part flux from the top of the permanent magnet can be forced to go through the iron cored coil bridge, but for the lower permanent magnet legs part, I do not see, how these fluxes can be led away temporarily, maybe through the coilbridge as well, maybe through the surrounding iron engine, I do not understand now, how exactly all this can be explained.
Main questions for me: what is happening in the energized situation with the flux paths? Why does magnetic saturation in the iron cored coil not prevent the total temporary absorption of cylinder head magnet flux?

Of course, an explanation is not necessary for building, experimenting and testing, but a good explanation might improve the experimental setup in advance and improve chances of an immediate success.

Ceres