Fuel Saver: turbulence generator

Tips, advice and tips to lower your consumption, processes or inventions as unconventional engines: the Stirling engine, for example. Patents improving combustion: water injection plasma treatment, ionization of the fuel or oxidizer.
nialabert
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by nialabert » 11/12/06, 21:36

citro wrote:
zac wrote:exact
and the very pretty turbulences they have not the same form in an incompressible fluid and in a compressible fluid;
:?: asks andre why a propeller pulls less at 30000feet than at 300 feet


Sorry to contradict you but between 300 and 30 000 feet it is not the compressible or incompressible nature of the fluid that changes, but its density.

Between 30m and 300m depth water remains incompressible but does not behave the same way with the propellers of a submarine.
I think notament to cavitation phenomena that are related to a dissociation of the water molecule (cold fusion / sonofusion / sonoluminescence) 8)



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zac
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by zac » 11/12/06, 22:05

nialabert wrote:

and Bam : Cheesy:


NA : Cry:

When I say "incompressible" I think liquid, but a "compressible" gas will become "incompressible" when by force of compressing it will have been made liquid !!!

No fluid is totally incompressible (try to put water in your brake system and you will see that the water is compressible).
citro says it's a difference in density (and he's right), but the difference in density goes hand in hand with the difference in compressibility.
If an airplane propeller is more efficient at 300feet than at 30000 it is because the air compresses with difficulty when it is dense (it is closer to the liquid state).

For cavitation a propeller adapted and used "normally" must not cavitate. if it does, it is in extreme conditions: very strong engine accelerations with a ship with high inertia, the case of submarines or gugus making the con in front of the beach and taking the propeller out of the water. I'm only talking about traditional propellers.

when we listen to the specialists they seem to know well the phenomenon of cavitations, but when we cavitate they do not generally have solutions : Evil:

@+
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by Capt_Maloche » 11/12/06, 22:51

zac wrote: No fluid is totally incompressible (try to put water in your brake system and you will see that the water is compressible).


What did you smoke Zac? :D

Oh, by the way, I fired my generator flatulence on the twingo of my wife, and the cons is returned to normal (at least for the beginning of full).

remains to find a way to reduce the amount of gasoline injected into this model; I did not see a depression sensor.
however, there is a temperature sensor just before the throttle, and an adjustable module that I assimilate to an injection pressure setting.
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by Capt_Maloche » 11/12/06, 23:22

Andre wrote:Hello,
When you install a Cyclone Generator you have no modifications to make on the injection, just install this turbine in the right place and it is well built.
This turbine must be at the outlet of the spray and enclosed in a pipe or pipe portion of the tubing (not always evident in V-shaped engines), the cyclone is not well generated in a large chamber, So the pales angles fairly firm. This ocassionne a restriction and a loss on the maximum power, but a good saving has 100kmh.
Andre


There may be some hope on vehicles whose Lambda sensor really works.
In my space, the intake manifolds are rectangular and profiled with a wider curvature; I do not see where I could place them ... Moreover, the injector seems to be directly at the top of the cylinders, do you think that the turbulator could bring something in this case?

Pascal
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"Consumption is similar to a search consolation, a way to fill a growing existential void. With, the key, a lot of frustration and a little guilt, increasing the environmental awareness." (Gérard Mermet)
OUCH, OUILLE, OUCH, AAHH! ^ _ ^
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by Other » 12/12/06, 06:38

Hello
There may be some hope on vehicles whose Lambda sensor really works.
In my space, the intake manifolds are rectangular and profiled with a wider curvature; I do not see where I could place them ... Moreover, the injector seems to be directly at the top of the cylinders, do you think that the turbulator could bring something in this case?

Pascal


First of all, it's having a quality lambda sensor that responds quickly and works well. (easy to change)
Have candles and wire in good order,
Have a clean gasoline filter (the injection pressure should not be decreased especially multipoint injection.)
then do road consumption tests before making some modifications.

For the engine with which I have the best performance, a 6-liter V3,8 from GM, it is a multi-point the inlets in the cylinder head are rectangular even narrow, the injectors are placed directly above the intake valve, the generator cyclone is placed directly behind the throttle in a thin steel tube, 3 "(75mm) long, carried in the aluminum tubing was too narrow. The turbine must be securely locked in place so as not to She turns.

The Lambda probe is in operation only when the engine has reached a certain temperature after starting, it is put into operation if the throttle is slightly open (detected by the potentiometer at the end of the throttle)
To hope to have a results with a cyclone generator, it is necessary that the system is in loop and that the lambda probe corrects.
The lambda probe makes an adjustment to have the least possible nox not the most economical but it is very close, it controls 0,45 volt is a ratio of 14,7 / 1 but the most economic would be 18 / 1 The Lambda probes are mainly balanced so that the catalyst is functional, at 18 / 1 there is nox
In a city driving the loop is often open ie the engine runs on basic values, rich, and we use the air flow mass, as well as the position of the throttle and a little the engine and air temperatures swallowed , according to the manufacturers to drive the injection, so nothing to win under these conditions.
The idle injection engine has a pitiful performance, worse than a well-fitting carburetor engine!

For the handyman who wants to make such a turbine, the difficulty is to weld the 6 blades together, I always start with a double blade then I weld the others, and I finished the adjustment to the file so that it overlaps well and that tight between the tubing.

Andre
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zac
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by zac » 12/12/06, 10:19

Capt_Maloche wrote:What did you smoke Zac? :D


Tobacco drum, as usual : Mrgreen:

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by wirbelwind262 » 07/01/07, 02:08

Hello
since september I test a WITH quantum on my corsa 1.5 d atmo, and I had good surprises!
the average conso went from 6.6 L / 100 to 5L / 100 with a reduction of vibrations, fumes and engine braking!
the AVEC improves what the engine manufacturers call the swirl So the contact between fuel and oxygen, which should lead to better thermal efficiency, I think!
I wanted to make a turbulence generator like those of andrée but the simplicity of AVEC impressed me!
@ + and good luck for 2007!
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by Capt_Maloche » 07/01/07, 13:08

WHOW,

I would like you to send pictures of your gadget and your editing;

I have tried 4 types of flatulence generators on a twingo and I have only increased the consumption + or - depending on the type of mounting, but never reducing consumption

Can you put the Quantome site link to see

Thank you
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"Consumption is similar to a search consolation, a way to fill a growing existential void. With, the key, a lot of frustration and a little guilt, increasing the environmental awareness." (Gérard Mermet)
OUCH, OUILLE, OUCH, AAHH! ^ _ ^
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by denis » 07/01/07, 19:11

yes, bravo, for these results, me on the bmw: nothing, on focus: nothing : Cry: and yet, of fine beauty, must reverse the meaning. For gasoline can be more delicate? andré, have you tried many models before these results ?? we know your perseverence :D
we can not succeed the 1er shot! :?
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by Other » 07/01/07, 19:30

Hello,
I tried 3 models, except that the last one that I put in picture, with a pair of pliers I adjust it several times is to fold the blades very drastically. (big restriction)
Know that I succeeded, never nothing, the first time, I must repeat several times, but at first blow there is always a (little something) that encourages me and I'm never happy with what I'm doing I have to improve ... and I'm not happy anymore
On diesels indirect injection I did not have success with the turbulators I only try on 3 diesels I did not insist (the little something) was not palpable ..
On the burner ball, if there was no flame the first time I tried with a simple oil cruet, the system would be forgotten, at that time I was younger and less patient ..

Andre
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