A Practical Guide to 'Free-Energy' Devices

More documents

Recommendations

Info

As the primary air enters the primary air chamber 58 it is deflected through the liquid fuel in reservoir 46 by means of the cylindrical baffle 54. This baffle extends down from hood 50 far enough to penetrate the upper portion of the vaporising filter 48. The primary air must pass around the bottom of baffle 54 and through both the liquid fuel and the vaporising filter 48 prior to entering the mixing chamber 60. The level of the liquid fuel in reservoir 46 is maintained above the bottom edge of baffle 54 by means of the float valve assembly 10. The operation of the float valve assembly 10 is well known. Float chamber 18 is located at approximately the same level as reservoir 46 and float 16 pivots in response to a drop in the level of the liquid fuel in the float chamber and opens the float valve 20. One of the important features of the present invention is the efficiency of evaporation of the liquid fuel by the flow of the large number of bubbles through the reservoir. This is believed to be caused by the continual break up of the bubbles as they pass through the vaporising filter 48. It is well known that the rate of evaporation caused by a bubble of air passing unmolested through a liquid, is relatively slow due to the surface tension of the bubble. However, if the bubble is continuously broken, the surface tension of the bubble is reduced and a continual evaporating process occurs. This phenomenon is believed to be the cause of the high evaporation rate of the liquid fuel in the carburettor of this invention. Another feature of the carburettor of this invention is its ability to supply dry gas to the central mixing chamber 60 in housing 42. Since the flow of primary air in the central mixing chamber 60 is vertically upwards, the force of gravity will prevent any droplets of liquid fuel from rising high enough in the carburettor to enter the delivery tube 100. The delivery of dry gas to the delivery tube increases the efficiency of combustion and thereby reduces the amount of unburnt gasses or pollutants which are exhausted into the air by the engine. Means are provided for admitting secondary air into the central mixing chamber 60 to achieve the proper fuel-air ratio required for complete combustion. Such means is in the form of a secondary air filter assembly 80 mounted on an inlet tube 82 provided in opening 84 in hood 50. The secondary air filter assembly 80 includes an upper plate 86, a lower plate 88, and a secondary air filter 90 positioned between plates 86 and 88. The secondary air filter 90 is prevented from being drawn into inlet tube 82 by means of a cylindrical screen 92 which forms a continuation of tube 82. The secondary air passes through the outer periphery of the secondary air filter 90, through screen 92 and into tube 82. The flow of secondary air through tube 82 is controlled by means of a butterfly valve 94 as is generally understood in the art. Complete mixing of the dry gas-enriched primary air with the incoming secondary air within housing 42, is achieved by means of deflector 96 positioned at the end of tube 82. Deflector 96 includes a number of vanes 98 which are twisted to provide an outwardly-deflected circular air flow into the central mixing chamber 60 and thereby creating an increase in the turbulence of the secondary air as it combines with the fuel-enriched primary air. The deflector prevents cavitation from occurring at the upper end of the outlet tube 100. The flow of fuel-air mixture to the engine is controlled by means of a throttle valve 104 provided in the outlet or delivery tube 100. The operation of the throttle valve 104 and butterfly valve 94 are both controlled in a conventional manner. THE OPERATION OF THE CARBURETTOR Primary air is drawn into housing 42 through primary air inlet 56 and passes upwards through primary air filter 62 where substantially all foreign particles are removed from the primary air. The filtered primary air then flows downwards through primary air chamber 58, under baffle 54, through fuel filter reservoir 46, and upwards into central mixing chamber 60. All of the primary air passes through the vaporising filter 48 provided in reservoir 46. The vaporising filter 48 continuously breaks the primary air stream into thousands of small bubbles, reducing surface tension and increasing the air surface available for evaporation of the liquid fuel. Since the outer surface of each bubble is being constantly broken up by the vaporising filter 48 and is in constant contact with the liquid fuel as the bubble passes through the vaporising filter 48, there is a greater opportunity for evaporation of the fuel prior to entering the central mixing chamber 60. The vertical upward flow of the fuel-enriched primary air in the central mixing chamber, ensures that no liquid fuel droplets will be carried into the delivery tube 100. The fuel-enriched primary air is thoroughly mixed with the secondary air entering through tube 82 by means of the deflector system 96 which increases the turbulence of the primary and secondary air within the central mixing chamber and prevents cavitation from occurring in delivery tube 100. The completely mixed fuel-enriched primary air and the secondary air then pass through delivery tube 100 into the inlet manifold of the engine. A - 954
THOMAS OGLE US Patent 4,177,779 11th December 1979 Inventor: Thomas H. Ogle FUEL ECONOMY SYSTEM FOR AN INTERNAL COMBUSTION ENGINE This patent describes a carburettor design which was able to produce very high mpg figures using the gasoline available in the USA at the time but which is no longer available as the oil industry does not want functional high mpg carburettors to be available to the public. ABSTRACT A fuel economy system for an internal combustion engine which, when installed in a motor vehicle, overcomes the need for a conventional carburettor, fuel pump and fuel tank. The system operates by using the engine vacuum to draw fuel vapours from a vapour tank through a vapour conduit to a vapour equaliser which is positioned directly over the intake manifold of the engine. The vapour tank is constructed of heavy duty steel, or the like, to withstand the large vacuum pressure and includes an air inlet valve coupled for control to the accelerator pedal. The vapour equaliser ensures distribution of the correct mixture of air and vapour to the cylinders of the engine for combustion, and also includes its own air inlet valve coupled for control to the accelerator pedal. The system utilises vapour-retarding filters in the vapour conduit, vapour tank and vapour equaliser to deliver the correct vapour/air mixture for proper operation. The vapour tank and fuel contained in it, are heated by running the engine coolant through a conduit within the tank. Due to the extremely lean fuel mixtures used by the present invention, gas mileage in excess of one hundred miles per gallon may be achieved. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is related to internal combustion engines and, more particularly, is directed towards a fuel economy system for an internal combustion engine which, when applied to a motor vehicle, overcomes the need for conventional carburettors, fuel pumps and fuel tanks, and enables vastly improved fuel consumption to be achieved. 2. Description of the Prior Art The prior art evidences many different approaches to the problem of increasing the efficiency of an internal combustion engine. Due to the rising price of fuel, and the popularity of motor vehicles as a mode of transportation, much of the effort in this area is generally directed towards improving fuel consumption for motor vehicles. Along with increased mileage, much work has been done with a view towards reducing pollutant emissions from motor vehicles. I am aware of the following United States patents which are generally directed towards systems for improving the efficiency and/or reducing the pollutant emissions of internal combustion engines: ______________________________________ Chapin 1,530,882 Crabtree et al 2,312,151 Hietrich et al 3,001,519 Hall 3,191,587 Wentworth 3,221,724 Walker 3,395,681 Holzappfel 3,633,533 Dwyre 3,713,429 Herpin 3,716,040 Gorman, Jr. 3,728,092 Alm et al 3,749,376 Hollis, Jr. 3,752,134 Buckton et al 3,759,234 Kihn 3,817,233 Shih 3,851,633 Burden, Sr. 3,854,463 Woolridge 3,874,353 A - 955
Page 1 and 2:
JUAN AGUERO Patent Application EP04
Page 3 and 4:
the exhaust manifold. This heats so
Page 5 and 6:
combustion chambers. The hydrogen i
Page 7 and 8:
21. The system of claim 20, charact
Page 9 and 10:
electrolysis of water at such a rat
Page 11 and 12:
Fig.4 is an elevation view of the h
Page 13 and 14:
Fig.10 is a cross-section on the li
Page 15 and 16:
Fig.16 is a cross-section on the li
Page 17 and 18:
Fig.23 is an enlargement of part of
Page 19 and 20:
Fig.33 is a perspective view of a v
Page 21 and 22:
A - 843
Page 23 and 24:
through a resistor R4 to provide tr
Page 25 and 26:
The installation of the above circu
Page 27 and 28:
cathode in the upper region of the
Page 29 and 30:
transformer and, assuming an input
Page 31 and 32:
valve apparatus to control engine s
Page 33 and 34:
. a first hollow cylindrical electr
Page 35 and 36:
CHRISTOPHER ECCLES UK Patent App. 2
Page 37 and 38:
Fig.1 is a circuit diagram of fract
Page 39 and 40:
If a large electric field is applie
Page 41 and 42:
The pulses R1 and S1 are of the sam
Page 43 and 44:
DISCLOSURE OF THE INVENTION The inv
Page 45 and 46:
A - 867
Page 47 and 48:
Fig.5B shows a stylised representat
Page 49 and 50:
Fig.6 shows a gas collection system
Page 51 and 52:
Fig.8A and Fig.8B are views of a se
Page 53 and 54:
A - 875
Page 55 and 56:
Figs.16-30 are graphs supporting th
Page 57 and 58:
A - 879
Page 59 and 60:
A - 881
Page 61 and 62:
A - 883
Page 63 and 64:
A - 885
Page 65 and 66:
A - 887
Page 67 and 68:
If it is the case that the hydrogen
Page 69 and 70:
plate shown in Fig.1A and Fig.1B an
Page 71 and 72:
is in equilibrium where the 10 watt
Page 73 and 74:
The previously mentioned prior art
Page 75 and 76:
The stores of high pressure gases c
Page 77 and 78:
unit to retain operational gas pres
Page 79 and 80:
HENRY PAINE This is a very interest
Page 81 and 82: Henry Paine’s apparatus would the
Page 83 and 84: some form of distortion of space. I
Page 85 and 86: superconductive disk is made part o
Page 87 and 88: Fig.2A and Fig.2B are diagrams, pre
Page 89 and 90: Fig.4A and Fig.4B are diagrams, pre
Page 91 and 92: #1 hollow superconductive shield #2
Page 93 and 94: Fig.2B shows the counter-clockwise
Page 95 and 96: In this example, the difference bet
Page 97 and 98: CHARLES POGUE US Patent 642,434 12t
Page 99 and 100: Fig.3 is a horizontal sectional vie
Page 101 and 102: Fig.9 and Fig.10 are detail section
Page 103 and 104: having a valve 52 in it. Chamber 50
Page 105 and 106: CHARLES POGUE US Patent 1,997,497 9
Page 107 and 108: Fig.4 is a detail sectional view of
Page 109 and 110: A low-speed or idling jet 25 has it
Page 111 and 112: DESCRIPTION OF THE DRAWINGS Fig.1 i
Page 113 and 114: Fig.5 is a detail sectional view on
Page 115 and 116: Vapour formed by air bubbling throu
Page 117 and 118: From the foregoing description it w
Page 119 and 120: Fig.2 is an enlarged view of the de
Page 121 and 122: Fig.6 is a section taken along line
Page 123 and 124: ROBERT SHELTON US Patent 2,982,528
Page 125 and 126: Fig.4 is a transverse sectional vie
Page 127 and 128: HAROLD SCHWARTZ US Patent 3,294,381
Page 129 and 130: 182,420 now abandoned. The present
Page 131: DESCRIPTION OF THE INVENTION The ca
Page 135 and 136: In accordance with other aspects of
Page 137 and 138: Fig.3 is a sectional view of the va
Page 139 and 140: Fig.7 is a partial side, partial se
Page 141 and 142: The cooling system of the vehicle c
Page 143 and 144: Upon initial starting of the engine
Page 145 and 146: (f) A filter positioned in the vapo
Page 147 and 148: with the magnitude of the current a
Page 149 and 150: Fig.1B is a perspective view of the
Page 151 and 152: Fig.3 is a top view of the motor of
Page 153 and 154: Fig.7 is an isometric view showing
Page 155 and 156: Fig.10 is a top view showing the ro
Page 157 and 158: Fig.13 is a top view of a pair of r
Page 159 and 160: Extending in opposite diametric dir
Page 161 and 162: Fig.5 shows the state of the switch
Page 163 and 164: otor magnets 42 - 49 when in the ho
Page 165 and 166: Fig.9 and Fig.10 show a second arra
Page 167 and 168: constructed otherwise than as speci
Page 169 and 170: 12. The motor of claim 11 wherein t
Page 171 and 172: timer or a control mechanism mounte
Page 173 and 174: Fig.4 is a view similar to Fig.3 bu
Page 175 and 176: Fig.10 is a view similar to Fig.3 f
Page 177 and 178: Fig.13 is a schematic circuit diagr
Page 179 and 180: Fig.16 is a simplified embodiment o
Page 181 and 182: Fig.22 to Fig.25 are similar to Fig
Page 183 and 184:
Referring to Fig.2, the permanent m
Page 185 and 186:
Fig.7 shows a modified embodiment w
Page 187 and 188:
them, will depend upon the order in
Page 189 and 190:
Fig.14, shows another embodiment 14
Page 191 and 192:
Fig.18 shows the air coil 210 posit
Page 193 and 194:
Figs. 22-25 show four different pos
Page 195 and 196:
movement with the first permanent m
Page 197 and 198:
a shaft and means journaling the sh
Page 199 and 200:
CLAUDE MEAD and WILLIAM HOLMES US P
Page 201 and 202:
Fig.2 is a front elevation of the w
Page 203 and 204:
impactors and drills. The turbine d
Page 205 and 206:
(a) fourth rotating means responsiv
Page 207 and 208:
path to the other side of the perma
Page 209 and 210:
Fig.3 is an oscilloscope waveform t
Page 211 and 212:
DETAILED DESCRIPTION OF THE PREFERR
Page 213 and 214:
although it is by no means obvious
Page 215 and 216:
second diode connected at its posit
Page 217 and 218:
In the present invention, a permane
Page 219 and 220:
Fig.4 is a circuit diagram, illustr
Page 221 and 222:
and Fig.3. In practice, this coil m
Page 223 and 224:
y a simultaneous magnetic accelerat
Page 225 and 226:
Mr. P.G. Mallory started out in 191
Page 227 and 228:
All models have a 30 Watt power rat
Page 229 and 230:
In the auto racing circles it has a
Page 231 and 232:
BATTERY + _ SIMPLIFIED MULTIVIBRATO
Page 233 and 234:
Schematic Wiring Diagrams for two P
Page 235 and 236:
motor. What is not generally known,
Page 237 and 238:
Mark McKay's investigation of Edwin
Page 239 and 240:
Investor Photo #012D Popping a coil
Page 241 and 242:
capacitors connected in series, wit
Page 243 and 244:
Page 245 and 246:
PULSE WIDTH TIME IN mS went to the
Page 247 and 248:
TOP DEAD CENTER 0° REFERENCE Accor
Page 249 and 250:
Page 251 and 252:
The recovery and simple analysis of
Page 253 and 254:
FILTER CAPACITOR + 2 OHM 200 WATT R
Page 255 and 256:
Subject: CSET design Date: Sun Feb
Page 257 and 258:
Date: Fri Feb 28, 2003 8:25 pm (Tim
Page 259 and 260:
(Tad Johnson) I'm being as careful
Page 261 and 262:
SANGAMO ENERGY DISCHARGE CAPACITOR
Page 263 and 264:
(Alan Francoeur) But I also measure
Page 265 and 266:
Subject: Progress Date: Sun Mar 30,
Page 267 and 268:
● all electrical connections were
Page 269 and 270:
Mark Gray claims that the heart and
Page 271 and 272:
Mark Gray claims that some potentia
Page 273 and 274:
Radio Frequency (RF) Generator Gene
Page 275 and 276:
Page 277 and 278:
Some time during 1987 - 1988, Gray
Page 279 and 280:
The two-channel trace from the osci
Page 281 and 282:
What “maximum squareness” means
Page 283 and 284:
Zo = 112 Ohms Td of 293 nS. 50 KV 8
Page 285 and 286:
MIKE BRADY’S “PERENDEV” MAGNE
Page 287 and 288:
Fig.3 is a perspective view showing
Page 289 and 290:
Fig.7 is a perspective view showing
Page 291 and 292:
In the rotor assembly 30 of Fig.2,
Page 293 and 294:
Fig.7 shows a typical magnetic sour
Page 295 and 296:
DONALD A. KELLY ABSTRACT Patent US
Page 297 and 298:
This series of magnetic oscillating
Page 299 and 300:
Because there is no natural, lock-i
Page 301 and 302:
Fig.3 is an enlarged top view of on
Page 303 and 304:
An arm 9, is fastened to a flat fac
Page 305 and 306:
Fig.2 is a vertical transverse cros
Page 307 and 308:
Fig.6 is a vertical, longitudinal,
Page 309 and 310:
Working inside the cylinders 12 are
Page 311 and 312:
Leroy K. Rogers Patent US 4,292,804
Page 313 and 314:
Preferred embodiments of a method a
Page 315 and 316:
Fig.6 is a cross-sectional view of
Page 317 and 318:
Page 319 and 320:
tapped hole in the cylinder 20 typi
Page 321 and 322:
A second embodiment of a valve actu
Page 323 and 324:
otates faster, the other end 98 of
Page 325 and 326:
In normal operation (as seen in Fig
Page 327 and 328:
Eber Van Valkinburg Patent US 3,744
Page 329 and 330:
Referring to the drawings in detail
Page 331 and 332:
Since the pump depends for its supp
Page 333 and 334:
Briefly, in one aspect the engine o
Page 335 and 336:
Page 337 and 338:
Fig.12 is a cross-sectional view si
Page 339 and 340:
Fig.14 is a schematic diagram of an
Page 341 and 342:
A - 1163
Page 343 and 344:
A - 1165
Page 345 and 346:
Figs.20A-20F are schematic diagrams
Page 347 and 348:
Note: Corresponding reference chara
Page 349 and 350:
Integral with the piston bodies are
Page 351 and 352:
The piston has a generally semi-tor
Page 353 and 354:
Referring back to Fig.13A, for engi
Page 355 and 356:
As piston 39A reaches BDC, distribu
Page 357 and 358:
mixture and do not combine because
Page 359 and 360:
These wires are about twelve gauge,
Page 361 and 362:
cold-cathode tube 391, and an x-ray
Page 363 and 364:
Fig.17D), polariser 289, branch B17
Page 365 and 366:
Robert Britt US Patent 3,977,191 31
Page 367 and 368:
Fig.3 is an elevational view of the
Page 369 and 370:
Fig.7 is an electrical schematic of
Page 371 and 372:
Referring now to Fig.3 of the drawi
Page 373 and 374:
and drives Q1 into conduction. The
Page 375 and 376:
Floyd Sweet Recently, some addition
Page 377 and 378:
The day when we witnessed the VTA d
Page 379 and 380:
up to see Floyd. Floyd was with the
Page 381 and 382:
Energy cannot enter a space of zero
Page 383 and 384:
electromagnetic and gravitational f
Page 385 and 386:
or in another form: So, the e.m.f.
Page 387 and 388:
Example 2: Suppose the conductor wi
Page 389 and 390:
Meguer Kalfaian There is a patent a
Page 391 and 392:
Fig.2 illustrates a controlled top
Page 393 and 394:
Fig.9 is a modification of Fig.6; a
Page 395 and 396:
the outer periphery of the magnet,
Page 397 and 398:
wobbling top is sufficient, as proo
Page 399 and 400:
Theodore Annis & Patrick Eberly US
Page 401 and 402:
BRIEF DESCRIPTION OF THE DRAWINGS F
Page 403 and 404:
Fig.6 is a schematic diagram of a s
Page 405 and 406:
DETAILED DESCRIPTION OF THE PREFERR
Page 407 and 408:
Fig.5 is a detail drawing of an alt
Page 409 and 410:
In the preferred implementation of
Page 411 and 412:
William McDavid junior US Patent 6,
Page 413 and 414:
This sloping floor causes the drive
Page 415 and 416:
FIG.3 is a side elevational view of
Page 417 and 418:
FIG.9 is a horizontal cross-section
Page 419 and 420:
otational downstream annular chambe
Page 421 and 422:
In Fig.5 is shown a perspective vie
Page 423 and 424:
small hydro-electric version of the
Page 425 and 426:
Fig.10 is a perspective view of a s
Page 427 and 428:
longitudinally mounted in the upstr
Page 429 and 430:
shaft in the central aperture, said
Page 431 and 432:
Scientific Papers The following lin
Page 433 and 434:
http://www.free-energy-info.co.uk/M
show all

A Practical Guide to 'Free-Energy' Devices

Create successful ePaper yourself

Delete template?

Save as template?