09.02.2018 Views

Practical Guige to Free Energy Devices

eBook 3000 pages! author: Patrick J. Kelly "This eBook contains most of what I have learned about this subject after researching it for a number of years. I am not trying to sell you anything, nor am I trying to convince you of anything. When I started looking into this subject, there was very little useful information and any that was around was buried deep in incomprehensible patents and documents. My purpose here is to make it easier for you to locate and understand some of the relevant material now available. What you believe is up to yourself and is none of my business. Let me stress that almost all of the devices discussed in the following pages, are devices which I have not personally built and tested. It would take several lifetimes to do that and it would not be in any way a practical option. Consequently, although I believe everything said is fully accurate and correct, you should treat everything as being “hearsay” or opinion. Some time ago, it was commonly believed that the world was flat and rested on the backs of four elephants and that when earthquakes shook the ground, it was the elephants getting restless. If you want to believe that, you are fully at liberty to do so, however, you can count me out as I don’t believe that. " THE MATERIAL PRESENTED IS FOR INFORMATION PURPOSES ONLY. SHOULD YOU DECIDE TO PERFORM EXPERIMENTS OR CONSTRUCT ANY DEVICE, YOU DO SO WHOLLY ON YOUR OWN RESPONSIBILITY -- NEITHER THE COMPANY HOSTING THIS WEB SITE, NOR THE SITE DESIGNER ARE IN ANY WAY RESPONSIBLE FOR YOUR ACTIONS OR ANY RESULTING LOSS OR DAMAGE OF ANY DESCRIPTION, SHOULD ANY OCCUR AS A RESULT OF WHAT YOU DO. ​

eBook 3000 pages!
author: Patrick J. Kelly

"This eBook contains most of what I have learned about this subject after researching it for a number of years. I am not trying to sell you anything, nor am I trying to convince you of anything. When I started looking into this subject, there was very little useful information and any that was around was buried deep in incomprehensible patents and documents. My purpose here is to make it easier for you to locate and understand some of the relevant material now available. What you believe is up to yourself and is none of my business. Let me stress that almost all of the devices discussed in the following pages, are devices which I have not personally built and tested. It would take several lifetimes to do that and it would not be in any way a practical option. Consequently, although I believe everything said is fully accurate and correct, you should treat everything as being “hearsay” or opinion.

Some time ago, it was commonly believed that the world was flat and rested on the backs of four elephants and that when earthquakes shook the ground, it was the elephants getting restless. If you want to believe that, you are fully at liberty to do so, however, you can count me out as I don’t believe that. "

THE MATERIAL PRESENTED IS FOR INFORMATION PURPOSES ONLY. SHOULD YOU DECIDE TO PERFORM EXPERIMENTS OR CONSTRUCT ANY DEVICE, YOU DO SO WHOLLY ON YOUR OWN RESPONSIBILITY -- NEITHER THE COMPANY HOSTING THIS WEB SITE, NOR THE SITE DESIGNER ARE IN ANY WAY RESPONSIBLE FOR YOUR ACTIONS OR ANY RESULTING LOSS OR DAMAGE OF ANY DESCRIPTION, SHOULD ANY OCCUR AS A RESULT OF WHAT YOU DO.

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Upon initial starting of the engine 20, due <strong>to</strong> the closed condition of rear valves 12, a high vacuum pressure is<br />

created within tank 10 which causes the filter assembly 134 positioned in tank 10 <strong>to</strong> rise <strong>to</strong> its operative position<br />

indicated by solid outline in Fig.2. In this manner, a relatively small amount of vapour will be drawn directly from<br />

filter 134 through vapour conduit 14 <strong>to</strong> the engine <strong>to</strong> permit the latter <strong>to</strong> run on an extremely lean mixture.<br />

Upon initial acceleration, the front air intake valve 22 will open further, while the rear butterfly assembly 12 will<br />

begin <strong>to</strong> open. The latter action will reduce the vacuum pressure within tank 10 whereby the filter assembly 134<br />

will be lowered <strong>to</strong> its alternate operating position illustrated in dotted outline in Fig.2. In this position, the lower<br />

end of the filter assembly 134 may actually rest in the liquid fuel contained within the tank 10. Accordingly, upon<br />

acceleration, the filter assembly 134 is moved out of direct fluid communication with the opening 82 such that the<br />

vapour conduit 14 then draws fuel vapour and air from the entire tank 10 <strong>to</strong> provide a richer combustion mixture <strong>to</strong><br />

the engine, which is necessary during acceleration.<br />

When the mo<strong>to</strong>r vehicle attains a steady speed, and the opera<strong>to</strong>r eases off the accelera<strong>to</strong>r pedal 28, the rear<br />

butterfly valve assembly 12 closes, but the front air intake 22 remains open <strong>to</strong> a certain degree. The closing of<br />

the rear air intake 12 increases the vacuum pressure within tank 10 <strong>to</strong> the point where the filter assembly 134 is<br />

drawn up <strong>to</strong> its initial operating position. As illustrated, in this position, the opening 82 is in substantial alignment<br />

with the aperture 151 of hose 150 <strong>to</strong> place the filter unit 134 in direct fluid communication with the vapour conduit<br />

14, thereby lessening the amount of vapour and air mixture fed <strong>to</strong> the engine. Any vapour fed through conduit 14<br />

while the filter 134 is at this position is believed <strong>to</strong> be drawn directly off the filter unit itself.<br />

I have been able <strong>to</strong> obtain extremely high mpg figures with the system of the present invention installed on a V-8<br />

engine of a conventional 1971 American-made car. In fact, mileage rates in excess of one hundred miles per US<br />

gallon have been achieved with the present invention. The present invention eliminates the need for conventional<br />

fuel pumps, carburet<strong>to</strong>rs, and fuel tanks, thereby more than offsetting whatever the components of the present<br />

invention might otherwise add <strong>to</strong> the cost of a car. The system may be constructed with readily available<br />

components and technology, and may be supplied in kit form as well as original equipment.<br />

Obviously, numerous modifications and variations of the present invention are possible in light of the above<br />

teachings. For example, although described in connection with the operation of a mo<strong>to</strong>r vehicle, the present<br />

invention may be universally applied <strong>to</strong> any four-stroke engine for which its operation depends upon the internal<br />

combustion of fossil fuels. Therefore, it is <strong>to</strong> be unders<strong>to</strong>od that within the scope of the appended claims the<br />

invention may be practiced otherwise than as specifically described here.<br />

CLAIMS<br />

1. A fuel vapour system for an internal combustion engine having an intake manifold, which comprises:<br />

(a) A tank for containing fuel vapour;<br />

(b) A vapour equaliser mounted on and in fluid communication with the intake manifold of the engine;<br />

(c) A vapour conduit connecting the tank <strong>to</strong> the vapour equaliser for delivering fuel vapour from the former <strong>to</strong> the<br />

latter;<br />

(d) A vapour equaliser having a valve connected <strong>to</strong> it for controlling the admission of air <strong>to</strong> the vapour equaliser;<br />

(e) A tank having a second valve connected <strong>to</strong> it for controlling the admission of air <strong>to</strong> the tank;<br />

(f) A throttle for controlling the first and second valves so that the opening of the first valve precedes and<br />

exceeds the opening of the second valve.<br />

2. The fuel vapour system as set forth in claim 1, further comprising a filter positioned in the vapour conduit for<br />

retarding the flow of fuel vapour from the tank <strong>to</strong> the vapour equaliser.<br />

3. The fuel vapour system as set forth in claim 2, where the filter comprises carbon particles.<br />

4. The fuel vapour system as set forth in claim 2, where the filter comprises carbon particles and neoprene fibres.<br />

5. The fuel vapour system as set forth in claim 2, where the filter comprises a substantially tubular housing<br />

positioned in series in the vapour conduit, the housing containing a central portion comprising a mixture of<br />

carbon and neoprene and end portions comprising carbon positioned on each side of the central portion.<br />

6. The fuel vapour system as set forth in claim 1, further comprising a filter positioned in the vapour equaliser, for<br />

retarding the flow of the fuel vapour <strong>to</strong> the engine intake manifold.<br />

7. The fuel vapour system as set forth in claim 6, where the filter is positioned downstream of the first valve.<br />

A - 965

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