The
Richard Clem Engine
07/05/96
.
From KeelyNet
(214) 324-3501
Originally posted on December 26, 1992
- CLEM1.ASC A few months back, we got a call from a
friend who had heard of this incredible motor that was
said to run itself and generate excess useable power. The
details were unclear at the time and our friend gathered
more details and we met for lunch to discuss what he had
found out. This file with diagram is listed on KeelyNet
as CLEM2.ZIP. As we understand it, inventor Richard Clem
died of a heart attack soon after the deal was signed
with the coal company. His workshop was raided by law
enforcement officials and all his notes and drawings were
removed. The story as I was told by our unnamed friend :
A local man (Dallas) developed a closed system engine
that was purported to generate 350 HP and run itself. The
engine weighed about 200 pounds and ran on cooking oil at
temperatures of 300 F. It consisted of a cone mounted on
a horizontal axis. The shaft which supported the cone was
hollow and the cone had spiralling channels cut into it.
These spiralling pathways wound around the cone
terminating at the cone base in the form of nozzles
(rimjets). When fluid was pumped into the hollow shaft at
pressures ranging from 300-500 PSI (pounds per square
inch), it moved into the closed spiralling channels of
the cone and exited from the nozzles. This action caused
the cone to spin. As the velocity of the fluid increased,
so did the rotational speed of the cone. As the speed
continued to increase, the fluid heated up, requiring a
heat exchange and filtering process. At a certain
velocity, the rotating cone became independent of the
drive system and began to operate of itself. The engine
ran at speeds of 1800 to 2300 RPM. Immediately after the
inventor had the heart attack and the papers were
removed, the son of the inventor took the only working
model of the machine to a farm near Dallas. There it was
buried under 10 feet of concrete and has been running at
that depth for several years. In later conversations, our
contact says the engine had been tested by Bendix
Corporation. The test involved attaching the engine to a
dynamometer to measure the amount of horsepower generated
by the engine in its self-running mode. It generated a
consistent 350 HP for 9 consecutive days which astounded
the engineers at Bendix. They concluded the only source
of energy which could generate this much power in a
CLOSED SYSTEM over an extended period must be of an
atomic nature. Construction of the engine was from off
the shelf components except for the hollow shaft and the
custom cone with the enclosed spiral channels. Richard
Clem worked with heavy machinery for the city of Dallas
and had noticed that certain kinds of high pressure pumps
continued to run for short periods after the power was
removed. His curiosity into this phenomenon led to the
development of the Clem Engine.
The Clem Over-Unity Motor
The following is from a newspaper clipping that has
no name or date. In 1972, Richard Clem announced the
invention of a way to operate automobile engines on
cooking oil. He's still making that claim today, even
though his first prototype motor fell apart and he had
been "strung along" by at least 15 companies
before he found financial backing. Clem, 48, a heavy
equipment operator for the city of Dallas and part-time
inventor, says if the automobile industry adopts his
invention, motorists could change the eight gallons of
vegetable oil only every 150,000 miles and never buy any
gas. Clem said he uses vegetable oil because his motor
runs at 300 degrees - a temperature where water has
boiled away and conventional motor oil breaks down.
Though he won't divulge many details of the engine, a
12-volt battery apparently is the only other source of
power. When Clem finished his first vegetable oil engine
in 1972, he mapped a 600- mile test trip to El Paso for
the first engine model he had financed through his
earnings. But he only made it as far as Abilene before
the 'shafts and everything bent in it.' He blamed the
failure on poor construction, too small a shaft and the
use of chains instead of gears. Undaunted, he decided to
try again, but said, 'I needed money to build this thing
better.' Neither the automobile industry nor the 15 other
companies he wrote - some as far away as Taiwan - were
interested in financing a prototype and then
manufacturing it. Then last year, he said, a large coal
company offered to back him. Clem refused to disclose the
name of his benefactor, but did say the coal company had
signed contracts to sell the engines to power companies
for use in pulling turbines. Clem said he expects to
finish work on the motor by the end of this year. (1972)
Vanguard Note..
The above article was reported as being
generated from Flower Mound, Texas (northwest of Dallas
and slightly beyond Carrollton). I called the only Clem
listed in the book as of 11/20/92 and they knew of no
other Clem in that area, nor did they know of any Richard
Clem or his family.
Two separate visits to the patent
section of the Dallas Library have not yielded any
patents by a Richard Clem involving any type of engine.
We are still pursuing for more details.
As of 12/26/92, I drew up a .GIF file
called CLEM1.GIF that is bundled with this file under the
name CLEM2.ZIP. It gives a better understanding of how
the machine was constructed, at least as it was described
to us.
For those who study such matters, one
immediately sees the tie-ins with Boundary Layer Drag
principles as evinced in much of Tesla's work as well as
Victor Schaubergers Impansion and Implosion discoveries.
We have noted something odd about
spinning masses in that at specific velocities, strange
things occur. The velocities at which phenomena occur are
dependent on the resonant frequencies of the mass as an
aggregate, exactly as Keely said.
The Clem system was said to be built
with off-the-shelf components. The most complicated piece
of the entire machine was the cone. And based on Boundary
layer drag, it would seem that the cone was unnecessary.
The question with the Clem device is
'Does the extended surface area of the cone add to the
additional velocity of the cone, yielding greater
pressures through centrifugal force or would flat plates
as in the TESLA turbine be sufficient to generate the
same effect?'
We continue to look for more
information on this device and appreciate your comments
or supporting material.
Update as of May 1996
A company called Creative Sciences is
selling plans ($60) for what they claim is a machine that
generates 1500hp and runs by itself. They call this a
CEACU and claim it was released by a 70 year old retired
scientist.
The truth of the matter is it was
designed and built by the late Richard Clem of Flower
Mound, Texas as documented by this paper.
It is wonderful that someone has taken
this information and done something with it (or so
claimed) and we will have more details later if you might
like to build one.
The CEACU design does not require the
cone, but instead use a thick disk with nozzles on the
outer edge. A hollow shaft feeds water into this disk at
a high velocity.
As the water exits from the nozzles,
the disk spins giving an ever higher velocity. A 3200 psi
air tank is used to get the disk spinning to 1000 rpm
when it is claimed to begin to run on its own. There are
other ways to achieve this velocity beyond 3200 psi as
you can well imagine.
The mailing address for
Creative Sciences is;
Creative Science
Research
PO BOX 8001
New Albany, IN 47150
They also sell plans for Fuel from
water, a Fuel-Less Engine (Ed Gray), a Gravity motor and
a video of a Gray-type engine and the Gravity motor. If
you write them, please let them know that Richard Clem is
the true inventor (as I will). Thanks!...
LEEDSKALNIN
THE IRON MAN
.
I
have just pieced together a bit of the jigsaw puzzle,
which has haunted me for close to a decade.
Questions
What makes Lenz
Law applicable to the contemporary power
generation?
What underlying
principle causes magnification of magnetic field
initiated by a coil under electric current? [As
it is a known fact that a given coil with an iron
(ferromagnetic if you insist) core produces much
stronger magnetic field than the same coil
without the iron core.]
Why did Ed
Leedskalnin say: "I made more electricity
with steel than I ever made with copper"?
What kind of
electric generator did Ed Leedskalnin attempt to
patent in the US according to his own claim, a
patent application which has never appeared on US
patent Office records?
What has really
happened to Ed Leedskalnin? This is the same man
who lived alone in his majestic Coral Castle
without paying a penny to an electric utility
company having no hydro hook up. Yet he had
electric power available on the premises without
any known source. This man tried to patent
something with which electricity can be produced,
a generator. This man has disappeared one day
leaving only a note on his door: "Gone to
the hospital". He allegedly dies two days
later in the hospital of cancer. Not a single
witness to his last trip, no one claiming to have
given him a ride. Did the man, who should have
been laid down on his death bed, really walk for
miles to get to the hospital?
Answers
1
It is only now when I have realized the
significance of my experimenting with
diamagnetism and its impact on the contemporary power
production and the Lenz Law. This experimenting reveals
that diamagnetism is only a temporarily induced property.
Diamagnetism is caused by induction of
circular (eddy) electric currents within some materials,
copper being one of them. As an external magnetic field
approaches copper (let copper stand in for any
diamagnetic material), eddy currents induced within
copper create their own magnetic field, which always
opposes the polarity of the induction field. Therefore
the copper is temporarily repulsed by the approaching
external magnetic field, disregards its polarity. This
repulsion eventually disappears as the eddy currents
within cease to flow. Once the magnetic field is being
withdrawn from the copper, the diamagnetism reverses and
now the copper follows, or appears to be attracted by the
external magnetic field. This is the underlying principle
behind the Lenz Law effect in copper coil assisted
standard power generation.
2
Ferromagnetism is again caused by induced eddy
currents within the
ferromagnetic material (let iron stand for all
ferromagnetic materials). The differences between
diamagnetism and ferromagnetism are as follows:
- Iron material structure organizes
itself under the influence of an external
magnetic field for the duration of that
influence, as opposed to diamagnetism.
- Ferromagnetism is always
attractive, as opposed to diamagnetism, which is
directionally alternating.
- Iron has the capacity to grossly
enhance the density of the external magnetic
field, as opposed to diamagnetism, which never
even matches the density of the external field.
The ferromagnetic enhancement is caused by domain
restructuring. While diamagnetism only induces
eddies in the existing crystalline structure,
ferromagnetism also changes the material
structure by blocks (domains).
3
Ed
Leedskalnin has stated "I
made more electricity with steel, than I ever made with
copper", because he has found out during his
experimentations that induction of steel wire coil by a
magnetic field always caused attractive force between the
inducing field and the field of the induced coil, as
opposed to a copper coil. This means that a magnetic
rotor finger approaching a steel coil is attracted to
that coil. As it retreats, it is again attracted to it.
This comes to a wash and there is no net back torque on
the rotor except for friction.
4
Following that, Ed Leedskalnin had
built a generator with steel wire windings, or more
likely rewound an existing one securing for himself his
own source of free electric power. He lived happily ever
after till the time when his vanity got better of him and
made him to apply for a patent on his invention. Only
that this is the big No-No explicitly spelled out in US Patent Office
regulations. US Patent Office will not issue a patent for
anything, which is claimed to provide free energy or, in
their own language, a perpetual motion machine. Because
Ed's was an over unity device, Ed's patent application
has never made it into the US patent office records,
never mind ever being granted.
5
And, because
someone got somehow hold of Ed's patent application and
found out (or knew) that the thing worked, Ed Leedskalnin
had suddenly died "of cancer".
1945 GERMAN
AIRCRAFT ?
.
The tale of the history
of the photograph below begins in the spring of 1945,
near the very end of WW2. It was taken in the area of
what the post war communist era called “Julius
Fuciks’ Park of Recreation and Culture”,
whatever its name may be now, in Prague, the capital city
of today’s Czech Republic.
Well, if you wish to read on? This
story is phony, a plain and simple seeding of political
diversion, confusion, missinformation, or so nicely
expressed A Red Herring I have given a consideration to,
before I have found out. But at the bottom, you will find
a link to something rather more likely.
This
was a time when German armies were fleeing today’s
Poland and eventually Czech-Moravian protectorate with
the victorious Soviet Union armies on their heels. The
Red army drove Wehrmacht hard and mercilessly, yet not
fast enough to prevent the special SS units from
“salvaging” whatever Germans prized. They
looted and transported their booty of valuable treasures,
such as gold, old paintings and what have you to Germany,
burning whatever incriminating evidence there was in
their path.
Yet,
part of the treasures, which Germans moved from the
occupied territories, was not loot. Some of what they
were salvaging belonged to them. They also collected and
transported from these territories the fruits of a decade
of their very advanced technological research and the
fruits of research, which even by today’s standards
would be found as extremely unorthodox.
According
to my source "Joe", this photo has been taken
by a roofing contractor who was at the time making
repairs on the roof of the building, whose support beams
and a wall can be seen in the picture. Probably no one
will ever guess how he managed to sneak the camera past
the SS guards and how he managed to take this picture and
live to tell the tale, but the witness to his cunning
courage is staring you into face.
The
contractor’s story has stated that the object must
have been in transit, because it was stored in the place,
where the picture was taken, for only a little over 24
hours. I know that the photo had to be taken under a
great risk to the life of the roofer and I am quite
certain that this fellow did not take such risk to have
that picture lying in dusty drawers for eternity.
The
roofer has passed his photo into the hands of the
provisional Czech government shortly after May 9, 1945
and the photo has eventually found its way into the
archives of the Czechoslovak (communist)
counterespionage. There it disappeared for the next
decade or so, silently bidding its time within its
voluminous vaults. But, the counterespionage people are a
curious lot and not all of them necessarily feel an
unreserved allegiance to their masters, be it their
employer, or the regime of the day. One such person
eventually came across this photo and "rescued"
it from the “public” ownership,
“privatizing” it. Whether he/she has copied or
stolen it, the story does not tell. Perhaps, he/she has
“liberated” it as a mere curiosity, rather than
an act of espionage, perhaps he/she had other agenda on
his/her mind. The fact is, that the photo ended for the
time being in a private collection of mostly anomalous
objects, documents and pictures of all kinds.
There, it had
collected dust again for a few decades without anyone
else knowing about its existence, until the day when
he/she, then long time retired, befriended another
curious soul, my anonymous internet fan “Joe”.
A copy was made and it passed into another private
collection and the picture ended up lying dormant again
for a few more decades till the time, when Joe has let me
know about its existence and eventually allowed himself
to be talked into passing it onto me along with its
scanty history.
Update
February 20, 2003
Someone has sent me
another version of the same photo around midnight last
night, which is apparently the full original camera take.
It is in a much better resolution and the view of the
building shows where the light comes from and why the two
columns on the left have no shadows. Here it is.
The source of the
second version of this photo is a book written by Nick
Cook "The Hunt For Zero Point"
© SDK February 2003
And
the tale turns real funny:
Rob
Arndt
The
second? third? fourth? correct? opinon. Looks good to me,
but is it?
DESIGN
A
comment on the design and philosophy of Clem engine.
.
ROTOR
The original cone rotor of
the engine should be redesigned into a bell shape.
SHAFT
Should be solid and
retained in bearings on both ends of the housing.
INNER PIPES
The bell shape should be
smoothly transferred into 6 round pipes integral with the
bell rotor. The pipes should spiral in a right hand twist
toward the base edges of the bell rotor (the bell is
upside down). The spiraling pipes integral to the rotor
should be progressively tapered from the inlet toward the
nozzles along a parabolic curve function of its diameter
decrease toward nozzles. This parabolic curve of pipe
cross section decrease should accommodate the
acceleration of the medium within. The individual inlet
(larger) diameter of the pipes should be approximately
the same as the diameter of the solid shaft.
The initial angle of the
pipe spiral (at intake) seems to be reasonable somewhere
around 30Deg relative to axis of rotation. This angle
should progressively increase till the end of the pipes
(the nozzles) are tangentially oriented relative to the
rotor. The direction of the twist is actually fairly
independent on which hemisphere you are living in. The
twist is related to el. force and el. current, but that
relation is out of the scope of this comment.
NOZZLES
The ends of the nozzles
may have to have a vortex breaker within, in order to
force a fairly laminar jet of liquid coming out.
TURBINE
It may be a good idea to
have a turbine driven by the outflow from the nozzles,
geared by a planetary gearbox back to the rotor shaft.
ORIENTATION
The rotor should be
oriented vertically in order to:
FOAMING
Foaming of the liquid may
be solved by either a correct choice of liquid, or by
full volume of liquid within the housing. The drawback of
no gas present in the system is a poorer efficiency of
reactive force produced at the nozzles. This is caused by
part of the reactive force from the nozzles being wasted
on circular propagation of the volume of liquid around
the bell. Further drawbacks and advantages of gas present
in the system are described later.
REGULATION
A dual shaft hydraulically
clutched gearing would allow acceleration of the vehicle
as well as its deceleration (braking). A regulated inlet
restriction of the intake pipes is probably the simplest
way to limit the flow through the pipes, but cavitation
has to be taken into consideration. Plugging the intake
could be used as a good emergency safety stop of the
engine, though.
FILTERING
Any filtering of the
liquid is most likely unnecessary due to the lack of any
active openings in the sy stem small enough to justify
it. If filtering is required, it should be done through
external auxiliary system. The main suction of the rotor
must not be used for the purpose.
DESIGN
PHILOSOPHY
ROTOR
A bell shape should allow
the medium to rapidly accelerate at the begin ning of the
pipes due to the centrifugal force acting at a greater
advantage with smaller angle of incline relative to the
plane of rotation. The progressive flattening curve of
the bell shape allows for progressively greater
centrifugal pressure against the bell wall along a
spiraling path of the medium. This translates into
tangential pressure of the medium within the pipes on the
bell rotor, therefore accelerating the rotor at some cost
to its own acceleration. Yet, as long as the spiraling
curve of the pipes is relatively shallow and progressive,
this loss is compensated for.
As this loss accelerates
the rotor, the absolute path (relative to earth) of the
medium within the rotor approximates a straight path,
rather than the curved path relative to the curvature of
the pipes and the rotor itself. This means that the
progressive acceleration of the medium within a curved
pipe in a rotating system actually tends to follow a
straight path relative to earth inertial frame of
reference.
The height of the bell
should be kept fairly short (approximately the rotor
diameter) and should be decided by the tapering
(parabolic) curve of the pipes.
SHAFT
The solid shaft should go
through the bell and be anchored in bearings at the top
and the bottom of the housing for two point stability.
PIPES
The purpose of the taper
is as follows:
Whenever a standard piping
using pressure is concerned, the back pressure in the
wider portion is due to crowding of water molecules being
stressed into a smaller diameter. With all due respect to
mister Bernouli, he did not finish his work. The pressure
within flowing liquid depends not only on the speed of
that liquid, but also on the sequence of back pressure
build up within such a dynamic system. When a pipe
transits from greater diameter into a smaller diameter,
back pressure develops at the point of transition due to
the molecules of the flowing medium crowding into the
smaller diameter.
This alone is the true
reason for the pressure being higher within the larger
diameter pipe (where the flow is slower) than within the
smaller diameter pipe (where the flow is faster). The
only relation to the speed of the medium is that a given
volume/sec flow of uncompressible liquid has to travel at
speeds related to the diameter of the pipe it is
traveling through. When there are more than one (larger
dia. to smaller dia. and back) transitions on a single
pipe line, the pressure at each consecutive series of
transitions drops toward the outlet, while the speed and
volume/sec of the liquid flowing through remains directly
proportional to the diameters of the pipes.
So, while the relation
between a given volume/sec is constant per any part of
length of the pipe line, while the speeds are also
constant relative to the cross section(s) of pipe in that
pipe line, the pressure within the pipe line is not
constant relative to either the pipe diameter or relative
to the speed of the liquid within the cross section of
the pipe.
The above tells us what
happens within pressurized pipe system. The point is that
the Clem engine can be designed as a suction system to
start with, or will become an accelerating suction system
at a critical speed. The argument that suction system is
actually a pressure system due to the atmospheric
pressure pushing a liquid into vacuum is not quite truth,
as it does not count in the cohesive force among liquid
molecules. Once the draw of the molecules at the
discharge end of a pipe starts to exceed the supply of
molecules at the intake part of the pipe, the liquid is
being stretched.
When the pipe has
cylindrical cross section, its whole volume is
accelerated at the same time a to the same degree as one
single body, unless it starts to cavitate. Therefore, it
is necessary to taper down the cross section of the pipe
toward the outlet, so that the volume/sec/cross section
can be allowed to remain constant, while the speed of the
liquid can progressively increase. This allows for
progressive acceleration of the liquid through out the
length of the pipe.
The progressive
acceleration through out the tapered pipe allows for a
much greater speed of the liquid at the outlet of the
pipe than at the inlet of the pipe. This again allows for
much more kinetic energy content of the liquid at the
outlet of the pipe than at the inlet of the pipe. This
again allows for the rotating system to become a self
sustaining loop of energy exchange (through centrifugal
force).
This means that the
parabolic taper of the pipes is necessary in order to
disallow the liquid within to break the cohesive bonding
and cavitate in order to accelerate in a progressive
manner. Once the cavitation sets in, the flow of the
liquid within a pipe becomes chaotic, which causes
excessive friction between the liquid and the pipe walls.
When the pipe is tapered, as suggested for the
construction of Clem engine, the flow within them is
still turbulent, but its turbulence is controlled by the
rotation of the bell rotor and can be considered to be a
laminar flow along a helical path rather than a laminar
flow along a straight path sought after in industrial
applications.
TURBINE
It would have a double
purpose.
It would convert
lot of remaining energy from the nozzle jets into
additional torque.
It would slow down
the counter rotating vortex of liquid between the
housing wall and the outside wall of the bell
rotor.
PRESSURE
As a suction motor, the
system depends on sufficient supply of fluid into the
suction port. Then the higher is the pressure within the
whole system, the higher the RPM of the bell rotor are
possible and the higher the efficiency and the smaller
the engine can be for the application.
MATH (sort of)
A linear input of energy
causes steady, therefore linear force. Linear force
causes nonlinear acceleration, therefore nonlinear
increase in velocity. Nonlinear increase in velocity
causes a nonlinear increase of kinetic energy of a body
(in our case fluid) therefore, when the exponentially
increased energy of velocity is again used as
accelerating force and that force is again used for
acceleration of the same body, it accelerates further.
IMO, this is a catch 22
runaway system. This is why I am convinced that the Clem
engine, as well as some Shauberger's inventions, can
become self running at a critical speed. All it needs is
the mechanical translation of acceleration caused
velocity increase into a further accelerating force in a
closed loop, so that the curve of acceleration increase
eventually overcomes the curve of friction increase. When
these two curves cross, the system has to become self
accelerating. This is good old Newton.
MANUFACTURING
Will be a bitch. The only
people I can think off, who might be able to make a
prototype at a reasonable cost, are the trumpet makers.
At least make the pipes.
AFTER THOUGHT
If an evaporative liquid
were to be used in the design of a partial liquid volume
engine, the engine would start to evaporate the liquid
due to frictional heat up. Then the liquid would vaporize
at certain temperature build up and the engine would keep
running strictly on gaseous atmosphere. This would
alleviate a problem of high RPM start up of gaseous only
engine while giving the advantage of lesser friction and
no cavitation while running.
It looks like I just
stated that it will run on gas only as well, but will
become self running at substantially higher RPM than
liquid one.
 |
|
Upper part of the
picture is the top view into the bell rotor. The
pink color distinguishes the tapered pipes within
the solid material (light blue) of the bell. The
yellow represents the circulating medium (liquid,
or gas) |
Lower part of the
picture represents side section through the
motor. Green color represents bearings in which
the shaft is mounted. Dark blue on the bell rotor
represents bell rotor top. Light blue represents
the solid bell body material in which the tapered
pipes (pink) are imbedded.
Grey represents a cavity serving two
purposes:
- Leading of the medium
(liquid, or gas) fairly orthogonally into
the intake of the pipes.
- Creating of a cavity,
which can be filled with a dynamic
balancing agent (same a used in truck
tires).
|
| Red color in the
side section represents an additional turbine
serving two purposes. Its first purpose is
further extraction of kinetic energy from the
system. The second purpose is slowing down of the
circular motion of the liquid between the bell
rotor and the housing. | | |
Stanley Allen Meyer
.
Stanley A. Mayer was born 24 Aug.
1940 in USA. He has invented a combustion engine
modification allowing a car to run on water. He has
patented parts of the conversion system in Canada as he
progressed.
- 2067735
WATER FUEL INJECTION SYSTEM
- 1235669
CONTROLLED HYDROGEN GAS FLAME
- 1233379
HYDROGEN GAS INJECTOR FOR INTERNAL COMBUSTION
ENGINE
- 1234774
HYDROGEN GENERATOR SYSTEM
- 1234773
RESONANT CAVITY HYDROGEN GENERATOR THAT OPERATES
WITH A PULSED VOLTAGE ELECTRICAL POTENTIAL
- 1231872
HYDROGEN INJECTION SYSTEM
- 1228833
GAS ELECTRICAL HYDROGEN GENERATOR
- 1227094
HYDROGEN/AIR AND NON-CUMBUSTIBLE GAS MIXING
COMBUSTION SYSTEM
- 1213671
ELECTRICAL PARTICLE GENERATOR
- 502167
BEAD MACHINE
He was found dead on 21 Mar. 1998 in
the parking lot of a restaurant in his hometown of Grove
City, Ohio. The official verdict on the cause of his
death was aneurysm.
Stanley Mayer claimed to have
invented a system for a combustion engine allowing it to
run on water. He was not the first one and he was not the
last one. After I had seen this video
http://www.youtube.com/watch?v=a74uarqap2E&feature=related
It struck me that Stan was no crook. No pomp, no bells
and whistles, no big money behind him and his garage
equipment a loud witness to a long and creative stretch
of inventive activity. Therefore I approached the story
as a truthful one, meaning that his system worked.
HOW?
It's author and the
“scientific” community claim that the invention
is impossible because it violates the law of
thermodynamics and that Stanley Meyer was a fraud. Yet
there are people who run their vehicles based on Stanley
Mayer’s invention while are reading this.
http://www.waterpoweredcar.com/
The law of thermodynamics is man
made, rather than God or Nature made and it might apply
if Stan’s engine was running on the cell produced
hydrogen/oxygen alone. Stanley Mayer claimed to have
invented a high efficiency electrolysis cell, but many
other water car and bike inventors do not have such
special sells, so there has to be some other principle at
work. I personally do not have much faith in "less
in than out" when it comes to electrolysis, even
though there may be methods to achieve that. I just am
not familiar with such possibilities to a sufficient
detail. The major glitch in the “expert“
opinion is that experts singled out Stan's fuel cell (the
electrolysis unit) as the crucial part of the
modification. Yet Stanley’s dune buggy did not
depend on hydrogen/oxygen supplied by water electrolysis
alone.
The Wikipedia blurb contains two
claims, which caught my attention.
- Stanley used an onboard hydrogen/oxygen
electrolysis cell (he called it a fuel cell).
- He used water mist injection into his engine.
Those two facts had instantly lead
me to the principle of water forsage, which works with
any combustion engine. The performance of diesel, alcohol
or gasoline engines, 2 stroke as well as 4 stroke, can be
enhanced by introduction of water mist into the air
intake or directly into the cylinders. The water mist ads
a liquid filler, which evaporates when the fuel burns.
The vapor adds to the pressure in the cylinder while
internally slowing and cooling the combustion process. It
also serves as an excellent anti detonator doing a much
better job than any poisonous led compounds ever did.
http://en.wikipedia.org/wiki/Water_injection_(engines)
I have been aware of the phenomenon
of water forsage since I was 16. I observed it on a very
basic then East German 1/2 HP 2 stroke Tumler outboard
engine (circa 1960 – 1980) which, when mounted low
on a canoe, would draw off spray from the propeller shaft
into its air intake as long as the wind was right. After
I have moved to Canada, I found out that it is a fairly
known principle and that Edmund Scientific used to sell
conversion kits till some twenty years ago (1985?). Thus,
I’ve got a solid confirmation of my plain
observation at that time.
Commercially built water forsage
units claimed to yield between 10 - 20% improvement in
mileage, but they of course still depended on gasoline or
other hydrocarbon fuels. Going from there, I figured
out that the only possibility to run an engine on water
alone would have to lie in the fuel grade difference
between fossil fuels and hydrogen. In other words if
hydrogen combustion yields substantially more energy per
lets say 1 kg, than combustion of gasoline, it will work.
I had to crunch the numbers a bit
because Wikipedia states the gasoline energy in MJ/Kg
(Mega Joules/Kilogram) while it states hydrogen energy
content in kJ/mol (kilojoules/mole). A good enough
calculation can be executed from the math procedure
available at
http://chemistry.about.com/od/workedchemistryproblems/a/molegramconvert.htm
and as a 6th grade math, it is a piece of cake :-)
I found out that hydrogen has over
6.5 times the energetic content (BTU, Cal, Joules) per
kilo than gasoline. Bingo! That's why rockets use
preferably hydrogen.
Hydrogen will evaporate about 6.5
times more water mist than gasoline kilogram per
kilogram. Pressure in gas to volume follows square law on
expansion and inverse square law on compression.
Therefore, if a given amount of water forsage in a
gasoline engine yields average 15% efficiency increase
upon evaporation, the 6.5 times more water mist injected
into the cylinder run on hydrogen kilo per kilo will
raise the pressure 6.5 times squared = 42 times. 42 x 15%
= 633% efficiency increase (please do not confuse with
unity). This is a very rough math, but it yields good
enough proportion to understand that the difference is
huge.
Next thing is, that gasoline engine
uses air for oxidation of the fuel. Air contains roughly
80% nitrogen, which is already a gaseous inert filler. It
has to be compressed and it expands back only with the
square of temperature starting at 0 Kelvin, and it does
very little in the engine for pressure increase. It
pretty much only takes up the volume in the cylinder,
which could be otherwise utilized by the fuel like
hydrogen – oxygen - cold steam mixture. Since
expansion of gas to pressure as well as to temperature
(in Kelvin) follows inverse square law. Heating nitrogen
from ambient 293 K to some 1700 K will increase the
Nitrogen pressure only about 8 times.
Liquid water [cold steam, water mist
only when completely evaporated] will expand about 1245
times upon evaporation at ambient atmospheric pressure.
This is 8 [nitrogen] to 1245 [water] = roughly 156 times
more gas pressure from evaporated water at 373 K than
from thermal expansion of nitrogen at 1700 K.
http://encyclopedia2.thefreedictionary.com/Cubic+meter+per+mole.
Evaporation of liquid water in an almost 100% efficient
environment of the combustion chamber is appallingly more
efficient process in creating pressure in a cylinder than
heating up of any gas. Combustion of hydrogen and oxygen
is actually somewhat detrimental to creation of pressure
inside the cylinder, because you burn 2 molecules of
hydrogen and 1 molecule of oxygen to produce only two
molecules of water vapor. But it yields enough thermal
energy to evaporate a lot of water mist, or cold steam,
actually 6.5 times more than gasoline fuel all other
parameters remaining the same.
So, Stanley Meyer’s engine does
have a sound working principle answering the question:
“HOW?” It has to work, and it has to work
without a need for any special electrolytic cells. Two
electrodes and DC through a somewhat salty water will do.
- No VOCs
- No nitrous oxides
- No money to burn except for lubricating oil,
which would last incomparably longer because the
engine would run much cooler inside the cylinder
than gasoline engine and no carbon contamination
of the engine oil, which could be replaced by
cooking oil.
- No environment devastation during the crude oil
extraction.
- No tanker disasters
Conclusion
- Stan Mayer's engine is a water forsage engine
using a substantially higher grade fuel [hydrogen
and possibly oxygen] than gasoline, diesel, or
any other hydrocarbon fuel / water forsage engine
system. It allows for use of much lower ratio of
fuel i.e. hydrogen / oxygen [H/O] / filler [water
mist]
- The system may avoid intake of the rather useless
gaseous oxygen / nitrogen [air] mixture, where
nitrogen just about only displaces the working
volume, which could be otherwise utilized by
hydrogen / oxygen / water mixture, which may
enter the cylinder. The water mist from injectors
has a rather large water drop size and can be
replaced by cold steam. There are many advantages
to a cold steam system:
- Cold steam drop size is substantially less than
any injected drop size.
- It takes less energy to evaporate freshly
condensed water than well established liquid
water.
- Cold steam, as opposed to water mist does not
foul up regular spark plugs and therefore does
not require specials like Stan Meyer system.
- Because of point three, the car can use its
standard ignition system.
- Cold steam is easier to evaporate and does not
leave liquid water in the cylinder, which turns
the engine lubricant into an oil / water emulsion
sludge, fouling up the lubrication system and the
cylinder.
- Cold steam system is much more self automatic.
Increase in H/O production increases combustion
rate and production of cold steam in a closed
loop and only the cooling of the exhaust vapor
has to be somewhat regulated. Water mist requires
extra engine system parts and alteration i.e.
rust proof injectors and injector pump, injection
regulation, water [fuel] tank, water [fuel] pump,
special ignition system, oil dehydration system
and still a relatively large water [fuel] tank.
- This brings us to Daniel Dingle water car. An
anecdotal note mentioned in some report [forgot
who and where] stated that Dingle car exhaust
runs back to the intake. This would indicate that
Daniel Dingle recycles the exhaust water vapor.
Disregards all rhetoric and speculations
elsewhere, the exhaust vapor becomes cold steam
after cooling. Part can be diverted to the
electrolysis cell as a re-source of water for the
[H/O] fuel source, while the bulk re-enters the
engine through the intake to be re-evaporated by
the H/O from the cell. This eliminates
atmospheric nitrogen [an inefficient filler] out
of the process. The engine can then work with
100% cylinder volume for the cold steam and H/O
mixture, rather than with 20% cylinder volume
with air mixtures.
- Problem with H/O mixture volatility can be
rectified by utilizing Brown's gas generator for
the electrolysis unit. Brown's gas would allow
for safe onboard storage of the H /O mixture for
startups and may be for hard acceleration. Such a
system would require only a small water tank, if
any, to make up for leakage in the system. It
would only require on demand regulation of
electrolysis power plus the addition of stored
H/O on demand, plus the mentioned cooling
regulation.
- There is no need for special circuitry for
electrolysis as such. Pulsing and any special
circuitry would help for good regulation of the
engine operation, but it is not absolutely
essential.
- Stan Meyer's special electrolysis may have been a
decoy to throw the potential duplicators off and
it may have been an electrolyses efficiency
booster. Same goes for Daniel's dingle
concentration on the electrolysis cell in his
demonstrations, obfuscating the real principle
behind water run cars. Herman P. Anderson goes as
far as to claim making deuterium in his cell
allegedly being the key element in his setup. http://waterpoweredcar.com/herman.html
. All these are smoke and mirrors to distract and
protect the secret of the invention for the
wishful commercial utilization.
