https://www.youtube.com/watch?v=gYRz_Np7yfk#ws


what we have here is a electric vaporizer that heats gas to 180 degrees. that is the first advancement, using the radiator to circulate through a coil inside the tank.

a 180 degree stat can be installed. included a transducer, and a bubbles. that's as cheap and as easy as it gets. many advancements with vapor injection. a ordinary e- cigaret with a permanent energy supply. cost 8 injectors 300 bucks..

my special application would be tesla turbine, venturi tubes, and bubbler..

cheers..

this thread was started i 2012, and in 2014 we have the beginnings of my theory's already being touched upon by the public. we truly have the means to do everything we aim to achieve.

this is step one in a wonderful power plant that will be the Tesla turbine that can power many loads.. 

advancments in theory proved well for tesla. now i say it proves well for modern day conceptual insight...

https://www.youtube.com/watch?v=6RSg5yZJ5wk#ws

i can now make a linear Tesla turbine ohhh my..  i just blew the doors off of physics...



you do understand i can now take water and air and extract fuel.  i can rarefy air as a vapour, a liquid also.. go ahead another brilliant reason to adopt the Tesla turbine for pumping of hot air..via linear induction motor at say 250 mph traveling field..

poof there goes your injector, poof your searl gen, and poof even your hho cell.. :P :P

As regards fuel and removing carbon deposits (reference my earlier post above about the water vapor fog into the intake to loosen carbon deposits, and acetone in the fuel to burn up the loosened deposits), I'll soon be experimenting with something similar.

Back in 1921, Sir Harry Ricardo (who gave us a lot of the advancements in modern high-compression engines that we still use today) had a fuel known as RD1 (Racing Discol 1). It consisted of 80% ethanol, 10% acetone and 10% water. It became popular among racers because it gave ~20% improvements in power and fuel efficiency over gasoline of that era.

The acetone, being 100% miscible in water and the constituent components of gasoline, makes the water effectively miscible in gasoline.

My idea is to turn the 10% of ethanol in E10 gasoline into RD1 by adding ~47 ml of acetone and ~47 ml of water to each gallon of E10 gasoline.

This should have several benefits:
1) The water turning to steam in the cylinder will loosen carbon deposits.

2) The acetone will help to burn out those carbon deposits.

3) The acetone will clean up any gum or varnish in your fuel system.

4) Water being a superior expansion medium to air (water expands to steam at a ratio of ~1:1600, whereas air expands at a ratio of ~1:37.75, given the same temperature delta in-cylinder) adds more to cylinder pressure, offsetting the power loss of using an effectively leaner air:fuel ratio.

5) Water acts as an effective octane booster to prevent lean knock.

6) The water acts as internal cooling. This means that less heat is being thrown away through the coolant system, and more is being converted to motive power.

7) The quenching of the combustion peak temperature by water absorbing that heat as it flashes to steam means that NOx production should be largely curtailed.

Since water has such a high specific heat capacity, the trick is to get the the fuel (ie: the gasoline / water / acetone mix) as close as possible to its evaporation point prior to it entering the cylinder. In so doing, the water only has to absorb a small amount of heat in-cylinder to flash to steam and add to engine power.

This will be done using waste heat from the coolant system. The intake air will also be warmed via a constant-temperature air intake device that draws warm air in from the back of the radiator, and supplements that with air heated from the exhaust system. Thus the intake air should always run about 200 degrees F (except during cold-engine start, of course).

This will reduce engine power output a bit due to lower air density (and thus less fuel injected), but the addition of water as a superior expansion medium should offset this in large part.

I hope to reach the point where I can balance out the constituents of the fuel so that just enough gasoline is provided to generate the heat to flash the greater percentage of water to steam... effectively turning the engine into an internal combustion steam engine.

80 5 ethanol contains a good deal of water already.

so you want to make a additive to a fuel?  today cars are gas based motors. not made tor alcohol burning fuels.

the best way to get more of what u pay for is by adding a glow plug on the intake side.

Assume we consume a gallon per hour of fuel. On my scooter, at 70 to 75 MPH, that's about the average.

One gallon equals 3785.412 cc or 75708.24 drops per hour or 1,261.804 drops per minute... so for each intake charge, we're squirting:
1261.804 drops per minute / 4150 Intake events per minute (8300 RPM) = 0.304049156626506 drops of fuel per intake event.

E10 gasoline has ~104481 BTU gasoline + 7600 BTU ethanol = 112081 BTU/gallon or 1.480433305542435 BTU / drop.

So we're injecting ~0.4501244979919678 BTU / intake event for straight E10 gasoline.

When using E10-RD1, 1% of that will be water, 0.0030404915662651 drops per intake event or 12.61804 drops of water per minute.

1% will be acetone. So we're reducing the gasoline volume by 2% total.

E10-RD1 (E10 gasoline with the 10% ethanol tranformed into RD1) has:
102,391.38 BTU Gasoline + 7448 BTU ethanol + 858.753239 BTU acetone + 0 BTU water
~110,698.133 BTU / gallon or 1.462167565908282 BTU / drop.

So we're injecting ~0.4445708152610442 BTU / intake event for E10-RD1 gasoline.

That's a difference of ~1.234% less BTU content compared to straight E10 gasoline.

So, if we see less than a 1.234% drop in fuel efficiency, we know that water is beneficial to fuel efficiency. And that's using 2% less gasoline (although the cost of the acetone would need to be figured in).

We should actually see a gain in efficiency, as cylinder pressure should rise from 227.2 to ~231 psi due to the steam expansion, according to the steam tables.

After that, it's doing the calculations and experimentation to balance BTU input from fuel vs. steam expansion to achieve normal cylinder pressure with as little fuel as possible.

I'm still trying to figure out how to plot BTU input vs. steam absorption of that heat and the resultant cylinder pressure in a spreadsheet.

look at it this way, add 5 drops of fuel to make 1 unit of energy, now reduce it to 1 drop of fuel to one unit of energy.

it has more to do with the volume of expansion, and yes water expands to a high degree when vaporized.

Clyde if you are doing this on a scooter, it is assumed you remove the carb, and plug the spark plug .

add a glow pug at the intake as shown in the images. and add a electric vaporizer to a half gallon of fuel.
because there are many ways to do the same thing we can use a transducer. or what have you, the goal is to take it from a liquid based to a gaseous or plasma state. 0 emissions..

SCENARIO:
We inject 75% of the fuel than we normally do, so we'd be injecting ~0.3334281114457832 BTU / intake event for E10-RD1 gasoline.

This would immediately cut fuel consumption by 25%. Now the trick is to get cylinder pressure back up to normal so we don't lose power.

That amount of injected fuel would give about 970 F combustion temperature, giving a cylinder pressure of 452 psi before steam is considered.

Injecting 1/2 drop of water per intake event would absorb 0.0534667874992861 BTU, dropping temperature down to ~808 F and cylinder pressure down to ~401 psi and expand to contribute ~103 psi to cylinder pressure.

Combined, we'd get 504 psi.

Normal cylinder pressure running regular E10 gas is ~555 psi for this bike. So for a ~9% drop in power, you get a 25% reduction in fuel consumption, UBHC knocked to very low levels, and NOx virtually eliminated due to combustion temperature peaks being moderated. The lower power output would also lead to the throttle being open more for any given road speed, leading to lower pumping losses, so the actual loss in power is likely to be less than 9%.

But at 1/2 drop of water per intake event, you're looking at ~104 cc / minute at 8300 RPM, or about a gallon of water every 36 minutes. So to run through an entire 3 gallon tank of fuel, you'd need 6 gallons of water. Not taking into account intake air humidity, of course, which will cut down on that requirement. And if I can recapture, filter and reuse some of that water, it could go a lot further between water fillups. The water injector will be ECU controlled, to make sure water injection is precise.

Is it worth it to get 100 MPG on this bike, without even doing anything else like aerodynamic alterations?

It will be once I get the new ChromeMolly trellis frame built for the bike, giving me more room to house the water tank and filters. It'll be a belly tank, a long tank that extends under the length of the bike's body. That'll help to keep the center of gravity low.

Bill Gates Patents Plasma Injector, for Your Car
By Kevin ParrishApril 10, 2009 11:51 AM - Source: Tom's Hardware US | B 42 comments

https://www.google.com/patents/US20090091138?dq=20090091138\&hl=en&sa=X&ved=0CB0Q6AEwAGoVChMIuoePh9iIxgIVzi2MCh2liACw

Bill Gates' vision is part of most home PCs, laptops, netbooks, and even cell phones with the Windows operating system. Now he wants to redesign how cars work.

Earlier today, a patent filed with the US Patent & Trademark Office was made available for public viewing, detailing an electromagnetic engine that could very well replace the traditional combustible engine, paving the way to energy efficient automobiles of the future. Among the ten inventors listed in the patent--as Searete LLC, part of Intellectual Ventures--is none other than Mr. Windows himself, William H. Gates, III, and Microsoft's former chief technology officer, Nathan Myhrvold. The group originally filed the patent back in October 2007.

As the patent states, the electromagnetic engine "converts mechanical energy of a piston to and from electrical energy during each piston cycle." However, the group also applied for two additional variants of the concept: free-piston and opposed-piston. While the free piston patent uses the same definition, the opposed piston electromagnetic engine is defined as an "engine [that] includes a cylinder having a two pistons slidably disposed therein, a port arranged to admit a reactant into the cylinder between the two pistons, and a converter operable with at least one piston to convert mechanical energy of the piston to electrical energy."

While the patent mentions a "reactant," that doesn't necessarily indicate fuel used today. The patent talks about a liquid reactant injector and a carburetor that would deliver the reactant mixture to the first port of the engine. Another interesting note was the patent's use of a "plasma injector," a terminology widely used in the Star Trek universe. This device--whether its in the form of a spark plug, catalyst, particle beam igniter (that's in there too), or the plasma injector-- is referred to as a reaction trigger, an electrical igniter configured to initiate a chemical reaction in a reactant disposed between the first piston and the closed end of the first cylinder; the reaction trigger is located at the top of the cylinder.

But how does this engine actually work? The electromagnetic engine apparently doesn't need alternating pistons, but rather a set of pistons fitted with electromagnets to speed up the recovery process. With magnets on both ends, the piston is pulled up and down the cylinder. Once the piston reaches the top and fires, it is immediately pulled back down into the cylinder by magnetic force, and then repeats the cycle. According to the patent, the pistons can use either electromagnets, permanent magnets, or a magnetically susceptible material such as an iron core. The energy generated from the reaction trigger could be stored in a battery, capacitor, or some other energy management system.

With that said, there's a good chance an automobile using this type of engine will run on electricity and utilize a rechargeable battery. If the engine is capable of storing energy as the patent suggests, the automobile may not even need an alternator. That may be incorrect of course, however, there's no mistaking that Bill Gates is once again trying to change how things work in everyday things: first with DOS, then Windows, and now with the electromagnetic combustion engine.
http://www.tomshardware.com/news/bill-gates-car-engine,7517.html

Apparatus and method for controlling electric vaporizer
WO 2015022448 A1
Abstract
The present invention introduces a method for controlling the power of an electric vaporizer (100), i.e. an electronic cigarette. In the method, the resistance of the heating unit (104) of the vaporizer (100) is measured. The system includes a controller (200) and a memory (202), and the latter comprises a table where values of resistances and their corresponding default voltage or power values are stored. Additionally, minimum and maximum limit values of the voltages or powers may be stored. Based on the measured resistance, a suitable power or voltage value is determined. The power source is set to feed the heating element (106) according to the selection. The user may however set the voltage or power input smaller or larger through the input means, comprising button(s) and a screen, despite the resistance value, but set limit values are not allowed to be exceeded.
Claims  (OCR text may contain errors)
Claims
1 . A controller (200) of an electronic vaporizer (100), characterized in that the controller (200) is configured to: store (302) a table comprising resistance values and a power value for each resistance value; measure (306) the resistance of a heating unit (104) of the electronic vaporizer (100); determine (308) a power value for the measured resistance on the basis of the stored table; and control (310) a power source (206) to feed the heating unit (104) with the determined power.
2. The controller (200) of claim 1 , characterized in that it is further configured to determine the resistance of the heating unit (104) at given time intervals and adjust the power fed to the heating unit (104) if the resistance changes.
3. The controller (200) of claim 1 or 2, characterized in that it is further configured to prevent the feeding of the heating unit (104) with power if the measured resistance is outside a given range.
4. The controller (200) of any preceding claim, characterized in that it is further configured to detect (304) input of a user and measure (306) the resistance of the heating unit (104) after the detection.
5. The controller (200) of any preceding claim, characterized in that it is further configured to measure (312) the power fed to the heating unit (104), compare (314) the measured power to the determined power, and control (316) the power source (206) on the basis of the comparison.
6. The controller (200) of any preceding claim, characterized in that it is further configured to control (402) the power source (206) to decrease or increase the power fed to the heating unit (104) on the basis of input (400) from the user.
7. The controller (200) of any preceding claim, characterized in that the power fed to the heating unit (104) is limited to be below a given maximum power and above a given minimum power.
8. An electronic vaporizer (100) characterized in that it comprises the controller (200) of any preceding claim.
9. A method for controlling an electronic vaporizer (100), characterized in that the method comprises: storing (302) a table comprising resistance values and a power value for each resistance value; measuring (306) the resistance of a heating unit (104) of the electronic vaporizer (100); determining (308) a power value for the measured resistance on the basis of the stored table; and controlling (310) a power source (206) to feed the heating unit (104) with the determined power.
10. The method of claim 9, characterized in that it further comprises: determining the resistance of the heating unit (104) at given time intervals and adjusting the power fed to the heating unit (104) if the resistance changes.
1 1 . The method of claim 9, characterized in that it further comprises: preventing the feeding of the heating unit (104) with power if the measured resistance is outside a given range.
12. The method of any preceding claim 9 to 1 1 , characterized in that it further comprises: detecting (304) input of a user and measuring (306) the resistance of the heating unit (104) after the detection.
13. The method of any preceding claim 9 to 1 1 , characterized in that it further comprises: measuring (312) the power fed to the heating unit (104), comparing (314) the measured power to the determined power, and controlling (316) the power source (206) on the basis of the comparison.
Description  (OCR text may contain errors)

Apparatus and method for controlling electric vaporizer Field of the invention

The invention relates generally to electronic vaporizers. Specifically the invention relates to controlling electric vaporizers. Background of the invention

The following description of background art may include insights, discoveries, understandings or disclosures, or associations together with disclosures not known to the relevant art prior to the present invention but provided by the invention. Some such contributions of the invention may be specifically pointed out below, whereas other such contributions of the invention will be apparent from their context.

In recent year electronic vaporizers have been developed. One use for the vaporizers is to simulate smoking. The electronic vaporizers comprise a heating element configured to vaporize given material, typically liquid material, which is then inhaled by the user. The vaporizers comprise a power source for the heating element and some sort of controlling element for the vaporizing process.

The usage experience of electronic vaporizers depends on the components and the control process of the components of the vaporizer. The choice of the material to be inhaled is naturally important for the usage experience. Liquids with different flavours lead to different results. In addition, different types of heating elements and different power fed to the heating element have a strong effect on the usage experience. It has been noticed that best results are achieved when the power fed to the heating element is as constant as possible.

Brief description According to an aspect of the present invention, there is provided an apparatus as specified in claim 1 .

According to another aspect of the present invention, there is provided a method as specified in claim 9. List of drawings

Embodiments of the present invention are described below, by way of example only, with reference to the accompanying drawings, in which

Figure 1 illustrates an example of an electric vaporizer; Figure 2 illustrates another example of an electric vaporizer;

Figures 3 and 4 are flow charts illustrating embodiments.

Description of embodiments

The following embodiments are exemplary. Although the specification may refer to "an", "one", or "some" embodiment(s) in several locations, this does not necessarily mean that each such reference is to the same embodiment(s), or that the feature only applies to a single embodiment. Single features of different embodiments may also be combined to provide other embodiments.

Electric vaporizers are used for consuming or inhaling materials. Generally materials are in liquid which is heated by a heating element comprising a resistor. Electric power is fed to the heating element which vaporizes desired material for inhaling.

Figure 1 illustrates an example of an electric vaporizer 100. The vaporizer 100 of Figure 1 comprises a battery compartment 102 and a liquid compartment 104 comprising a heating element 106 and liquid 108 to be heated. Typically the liquid compartment 104 is detachable from the battery compartment 102. An electrical connection 1 10 connects the liquid compartment 104 and the battery compartment 102. The electric vaporizer 100 may comprise one or more buttons 1 12 and a display 1 14.

The user may change the liquid compartments 104 comprising a heating element 106. In addition, the heating element 106 of a liquid compartment 104 may be changed. The electrical properties of the heating elements may vary. For example if the heating element comprises a resistor wire, the electrical resistance of the resistor may vary. A typical value for the electrical resistance of a heating element varies between 0.3 to 10 ohms. The electrical resistance has an effect on the usage experience of the electronic vaporizer 100. There are devices on the market which let the user select a suitable power fed to the heating element when using the electronic vaporizer. However, these devices have some drawbacks. Typically the user is given a possibility to control the power over a given range. For example, the vaporizer may let the user to select a power between 5 to 15 watts. These solutions do not take the electrical properties of the heating element into account. Thus, it is possible for the user to select such a power which burns the heating element.

Let us study an example of the operation of the electric vaporizer in view of Figures 2 and 3. The embodiment starts at step 300. The electric vaporizer 100 comprises a controller 200 which controls the operation of the vaporizer. The vaporizer may comprise a memory 202 operationally connected to the controller 200. In some embodiments, the memory and the controller may be combined.

In step 302, the memory is configured to store a table comprising resistance values and a default power value for each resistance value. The power values may be predetermined on the basis of an experimental formula or empirical experiments, for example.

As illustrated in Figure 1 , the electric vaporizer 100 comprises a liquid compartment 104 comprising a heating element 106. Typically the liquid compartment 104 is detachable. The heating element 106 comprises a resistor wire. In an embodiment, the electric vaporizer comprises a current sense amplifier 204 connected to the heating unit 104. The electric vaporizer comprises a battery 206 which provides the electrical power required by the apparatus. The electric vaporizer may further comprise a power controller unit 208 which may be configured to control the power fed from the battery 206 to the heating unit 104 and the current sense amplifier 204. The power controller unit 208 may operate under the control of the controller 200. In an embodiment, the power controller unit 208 is realized as a buck-boost controller. A buck-boost controller is configured to control the power fed to a load to be either smaller or greater than the power given by a source battery. Regarding the reference numberings in Figure 1 , the heating unit 104 is in practice the same as the liquid compartment. The heating unit 104 thus comprises the heating element 106 and liquid 108 to be heated and vaporized for the user to inhale. The electric vaporizer 100 further comprises user interface 210 which may be realized with one or more buttons and a display, for example. In an embodiment, a button may be reserved for initializing vaporizing operation. In an embodiment, some other buttons may be used for controlling the vaporizing operation. The button may be realized with push buttons, touch pad or with any other technology available.

In step 304, the controller is configured to receive input from the user via the user interface 210. The input may be a command to initialize vaporizing operation.

In step 306, the controller is configured to measure the resistance of the heating unit 104. The measurement may be performed by giving a command to the power controller unit and the current sense amplifier. The controller 200 may configure the power controller 208 to output a given voltage to the heating unit. The current sense amplifier may measure the current (and also the voltage) and send measurements to the controller. The controller may calculate the resistance of the heating unit using formula R = U/l, where U is voltage and I current.

In step 308, the controller is configured to read from the memory 202 a default voltage value corresponding to the determined resistance.

The use of a default value enables the protection of the heating unit. The heating unit cannot be damaged accidentally. In known solutions, when a heating unit requiring a large voltage is changed to a unit requiring small voltage, the changed unit may accidentally receive too large voltage and get damaged. In addition, the use of tested default values provides immediately a satisfactory user experience to the user.

One advantage related to the structure of the present electronic vaporizer is that the use of a power controller enables the use of a large range of voltages or powers which can be fed to the heating unit.

In step 310, the controller is configured to give a command to the power controller unit 208 to feed the default voltage value to the heating unit.

In an embodiment, the controller may be configured to measure the power fed to the heating unit 104, compare the measured power to the determined power, and control the power source on the basis of the comparison. In step 312, the measurement is performed by the current sense amplifier. The controller may compare the measurement to the required value in step 314 and correct the voltage in step 316 if needed. This procedure may be executed at given intervals or a few times after the initialization of the vaporizing procedure.

In an embodiment, the user may manually adjust the power fed to the heating unit using the user interface 210. For example, the user may be given the possibility of adjusting the voltage fed into the heating unit in steps of 0.1 volts. Figure 4 illustrates this example. In step 400, the controller 200 detects that the user has indicated voltage up function. This may be realized with a power up button, for example. In step 402, the controller instructs the power control unit to increase the voltage fed to the heating unit by 0.1 volts. There may be some minimum and maximum values which the user is not allowed to exceed.

Figure imgf000007_0001

Table 1

Table 1 illustrates an example of data stored in the memory 202. The memory may store resistance values and corresponding default voltage or power values. In addition, for each resistance value a minimum and maximum value for the voltage or power may be stored.

The memory 202 may also store the current measured resistance value. If the same heating unit is used, the power or voltage values selected by the user may be used repeatedly. However, if the heating unit is changed such that the resistance changes, the controller 200 may detect the change and select the default power or voltage value for the determined resistance. In an embodiment, the user is given the possibility to freely select any voltage or power value from a predetermined range, such as 2 to 8.2 volts, for example. In this mode, the resistance value measured from the heating unit has no effect.

The controller 200 may be implemented as an electronic digital computer, which may comprise a working memory (RAM), a central processing unit (CPU), and a system clock. The CPU may comprise a set of registers, an arithmetic logic unit, and a control unit. The control unit is controlled by a sequence of program instructions transferred to the CPU from the RAM. The control unit may contain a number of microinstructions for basic operations. The implementation of microinstructions may vary, depending on the CPU design. The program instructions may be coded by a programming language, which may be a high-level programming language, such as C, Java, etc., or a low-level programming language, such as a machine language, or an assembler. The electronic digital computer may also have an operating system, which may provide system services to a computer program written with the program instructions.

It will be obvious to a person skilled in the art that, as technology advances, the inventive concept can be implemented in various ways. The invention and its embodiments are not limited to the examples described above but may vary within the scope of the claims.

https://www.google.com/patents/US1021220?dq=ininventor:%22Elihu+Thomson%22&hl=en&sa=X&ved=0CD8Q6AEwBTgoahUKEwjyjO2t7JLGAhXEk4AKHYgIAL0


pure gold. 1906
UNITED STATES ATENT onnron.

. ELIHU THOMSON, OF SWAMPSCOTT, MASSACHUSETTS, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

VAPORIZER FOR INTERNAL-COMBUSTION ENGINES. 7

Specification of Iietters latent.

Patented Mar. 26, 1912.

Application tiled J'u1y 14, 19116. Serial No. 326,171.

To all whom it may concern Be it known that I, ELIHU THOMSON, a

citizen of the United States, residing at Swampscott, county of Essex, State of Massachusetts, have invented certain new and useful Improvements in Vaporizers for Internal-Combustion Engines, of which the incoming charge. Thus, the fuels used may have different boiling points. For instance, when alcohol is used the amount of heat necessary to vaporize the charge is much less than when oil or kerosene is used and the amount will vary with different grades of kerosene. Or, if the vapor be overheated on entering the engine, pre-i nition and pounding are aptto result. lso, a greater delivery of heat to the vaporizer may be required when starting the engine than is necessary after the whole engine is warmed up. Theamount of heating surface when the engine is working under full load and burning more fuel need not be so great as when under a light load requiring a less quantity of fuel. Again, in cold weather, the charge of air and fuel will usually be cooler than in warm weather. The heating surface must be accordingly varied to meet weather conditions.

The object of the invention is to provide means for so controlling the heat supplied to the charge by the Vaporizer that etiicient operation of the engine is secured under the circumstances enumerated.

In the drawings illustrating one embodiment of my invention, Figurel is a sectional elevation of so much of an engine as is necessary to understand my invention; Fig. 2 is a sectional plan view on line 22 of Fig. 1; and Fig. 3 is a similar view on line 33 of Fig. 1.

-1 represents the upper end of a cylinder of an internal combustion ,engine. The inlet valve 2 held to its seat by a suitable spring controls the admission of the fuel charge to the cylinder from the chamber 3.

The exhaust valve 4 controls the passage of the exhaust gases from the cylinder to the chamber:5 and the exhaust pipe 6. The upper end of the exhaust valve stem 7 engages one end ofa lover 8. A red 9 connects the other end of said lever with an actuating device of any suitable construction which controls the operation of the valve. On their way to exhaust pipe 6, the hot exhaust gases pass through a vaporizer 10 having a cylindrical body or casing with two heads 11 extending acrossthe same to two radial partitions 12 extending from the center of the vaporizer to its cylindrical wall. These partitions together with suitable openings in said heads form a sector-shaped passage 13 for the exhaust parallel to the axis'of the vaporizer. Other passages 14,.for the exhaust are formed by'a plurality of tubes mounted in the heads; The flow of the exhaust gases througltihe passages 13 and 14 is under control of a rotary valve or damper 15 having a sleeve 16 mounted upon n cylindrical member projecting from the upper head 11. The sleeve 16 is also supported by a hub on the inside of the cover 17 of the exhaust chamber The lever or handle 18 secured to theupper end of the sleeve 16 provides a means for turning the damper about the axis of the vaporizer to open and close the passage 13 and to open and close the passages 14. This movement of the damper may be manually controlled bythe attendant or it may be subject to the automatic control of some suitable device which is responsive to changes in temperature or pressure in some part of the system.

When starting, a passage 19 having an adjustable air inlet 20- admits air mixed with gasolene vapor, or vapor from any other suitable fluid which vaporizes at a comparatively low temperature, to. the chamber 3. The damper 15 is movedto the position shown in Fig. 2 to expose the maximum vaporizing heating surface. The vaper charge is ignited by a suitable device and the exhaust from the engine running under these conditions soon raises the temperature of the vaporizer to..the degree necessary to volatilize the regular fuel charge which requires a comparatively high temperature for volatilization. The charge entcring by the passage 19 will then be slmt off and a suitable charge containing the regular fuel admitted through pipe 21. This charge flows through the openings 22 in the body of the vaporizer, passes around the tubes through the interior of which the heated exhaust gases travel and enters the .7 low the normal.

chamber 3 by the openings 23. The fuel of the charge is vaporized during this passage through the vaporizer. The position of valve or damper 15 regulates the extent of the heating surface exposed to the flow of the exhaust gases and thereby affords a means for regulating the heat supplied to the incoming charge to maintain it at the temperature required for efliclent operation.

It is well known that if the charge becomes too hot the powerof the engine will fall be- On the other hand, the temperature must not fall below a point sufficiently high to volatilize the fuel in the charge. The tendency to pre-ignit-ion will indicate to the attendant that the temperature is too high. The attendant should run 'tubular portion are much larger than the surface 'of the passage 13, hence the effective heating is greater. The damper is of such dimensions ,that it may completely cover the passage 13 but when in this position, Fig. 2,. the tubular passages 14 are all open and the heating surface'exposed to the flow ofthe exhaust gases is a maximum. The minimum effect is produced when'the passage 13 is fully uncovered-because the gases flowing through said passage affect a relatively small heating surface and the maximum number of the passages. 14 are closed. The passage 13 forms a sort of bypass for the tubular portion of the heater.

As will be obvious, numerous effects between the maximum and the minimum may be secured by turning the damper or valve to cover a greater or less portion of the passage 13 and uncover a corresponding number of the passages 14.

In accordance with the provisions of the patent statutes,-I have described the principle of operation of my invention, together with the apparatus which I now consider to represent the best embodiment thereof; but

I desire to have it understood that the ap paratusshoWn is only illustrative, and that the invention may be carried out by 'eo uiva lent means.

What'I claimas new and desire to secure by Letters Patent of the United States, is,-

-1. An internal combustion engine, in combination with a vaporizer for the motive fluid having aplurality of passages of differentsizes through which the exhaust gases may flow, and a means for controlling the flow through said passages to regulate the temperature of the incoming charge of motive fluid.

2. In an engine, an exhaust chamber, a valve seat at one end of the chamber, an exhaust valve engaging said seat and having its stem extending centrally through the chamber, a heater or vaporizer surrounding the stem in the chamber having passages for the motive fluid and exhaust gases respectively, including a by-pass through which the exhaust gases may flow, and a means for controlling the flow through said by-pass to regulate the temperature of the incoming charge of motive fluid.

3. A vaporizer for the motive fluid of an engine having a body portion, perforated heads extending across the body portion. a series of .hollow members connecting the heads to form exhaust passages through the vaporizer from the perforations of one head to those of another, a cylindrical projection on. one head, a rotarydamper mounted on the projection to move over the surface of said head. to open and close the passages to control the flow of the exhaust therethrough, and means for operating said damper.

4. A vaporizer for the motive fluid of an engine having upper and lower heads, a series of tubes secured in the heads and extending from the outer surface of one head to the outer surface of the other, radial partitions extending between the heads to form with suitable openings in said heads, a sector-shaped passage parallel to .the tubular portion of said vaporizer, a sector-shaped damper of suflicient size to close said passage rotatably mounted to move over the surface of one of the heads to ppen and close the sector-shaped passage and to open and close the passages through the tubes, and means to operate said damper.

5. A vaporizer for the fuel charge of an internal combustion engine having a relativelv large hollow member and a series of smaller hollow members through the interior passages of which the exhaust gases'may flow. the body of said vaporizer having openings for the entrance and exit of the fuel chargewhich is vaporized by contact with the outer surfaces of the hollow members, and a means for opening and closing the passages through said hollow members which as it opens the larger passage closes a portion of the series of smaller passages and vice versa.

In witness whereof, I have hereuntoset my hand this eleventh day of July, 1906.

ELIHU THOMSON.

https://www.youtube.com/watch?v=b3v7ctb2cFw
good stuff..

Free, that is a very interesting video.  You need to track down what all this guy has got and how he is doing what we see in the video.  If that is HHO, he must be doing something most of us have never seen before.  Based on my HHO torch for example, his flow rate would have to be in excess of 100 Liters per minute.  I'm thinking he is actually just using natural gas with water mist from the atomizer.

Quote from Matt Watts on June 18th, 2015, 07:32 AM

Free, that is a very interesting video.  You need to track down what all this guy has got and how he is doing what we see in the video.  If that is HHO, he must be doing something most of us have never seen before.  Based on my HHO torch for example, his flow rate would have to be in excess of 100 Liters per minute.  I'm thinking he is actually just using natural gas with water mist from the atomizer.

It appears to me that he is vaporizing GASoline in the tank with the ultrasonic transducer.  At least he references "gas" when talking about it.  Who knows now days with jerky dark videos with incomplete info.

because I hope you all learn I give you my final advancements.

I now can take the stan myer injector and make it better, and simpler.

the idea of a theory is at the very least the understanding of its implications.

I can draw a picture, or give a step by step procedure.  you already have that much.
the cost of producing my injector is peanuts, less then 160 dollars each. a improved design that works with gasoline and hydrogen, or combined..

Quote from freethisone on July 9th, 2015, 04:33 AM

because I hope you all learn I give you my final advancements.

I now can take the stan myer injector and make it better, and simpler.

the idea of a theory is at the very least the understanding of its implications.

I can draw a picture, or give a step by step procedure.  you already have that much.
the cost of producing my injector is peanuts, less then 160 dollars each. a improved design that works with gasoline and hydrogen, or combined..

So you have not started to draw or document this advancement?  Have you not done any testing of a simple prototype?

Quote

you already have that much.

What does this mean? 

How do you arrive at a $160 per unit price with out first constructing a prototype?

Quote from firepinto on July 9th, 2015, 06:04 AM

So you have not started to draw or document this advancement?  Have you not done any testing of a simple prototype? 
What does this mean? 

How do you arrive at a $160 per unit price with out first constructing a prototype?

a estimate of materials . there are many ways to skin this cat. the earliest designs did not need a injector at all to perform on par, but today we are well past these simple design flaws in our thinking.

 as I said a injector will work, and I already have a simple prototype for testing. u  can make the same thing with spare parts.

 a injector is only a delivery system. the cost of injectors on a single sale basis over steps the design minimum requirements of the system.  so its true a injector is a simple pressurized cylinder that can pulse, or deliver continual supply of fuel.

in order to maintain a standard, it is rather a matter of technique then it is duplication.. O:-)

Ah I see, so there is no real advancement.

Quote from firepinto on July 9th, 2015, 06:57 AM

Ah I see, so there is no real advancement.

oh yes many in fact.  focus on one aspect, high pressure or fuel velocity. you will now understand there is parts of science more than happy to fit together with another.
without overstepping the limits of the system.

I start with a cylinder of air under pressure, I then incorporate this aspect into the design..
it is then referred to as the  gas vapors mixing port. but is the quench mixture also.

as I said the cost does not need be high.

http://www.maynex.com/

interesting setup
https://www.youtube.com/watch?v=JPk43wuo-XI :-X

Quote from freethisone on July 22nd, 2015, 04:08 AM

http://www.maynex.com/

interesting setup
https://www.youtube.com/watch?v=JPk43wuo-XI :-X

Don't bother using this on a diesel.  Been there, done that, don't work.

And for anyone that thinks 12 volts at 17 amps cost you nothing.  Let me know how that's working out for you.

But it's your money, spend it how you want.

awesome advancements

https://www.youtube.com/watch?v=_qD1MoayYJQ