496 lines
21 KiB
Plaintext
496 lines
21 KiB
Plaintext
(word processor parameters LM=1, RM=7 , TM=2, BM=2)
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Taken from KeelyNet BBS (214) 324-3501
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Sponsored by Vangard Sciences
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PO BOX 1031
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Mesquite, TX 75150
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March 23, 1990
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This article on the EMA-4 engine was one that appeared in a
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magazine called `The Probe The Unknown' in June 1973. It was in
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one of my boxes marked STUFF. I don't know where I had picked it
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up, but I thought it might be of some interest to you. If anyone
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has more information on this please let us know, so that it can be
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included on the KeelyNet BBS.
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Ron Barker
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THE ENGINE THAT RUNS ITSELF
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An unconventional approach to harnessing energy has
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created a motor that requires no fuel and produces no waste.
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It's inventor say it is the answer to man's
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transportation and power problems.
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By Jack Scagnetti
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Rationing in Effect as Winter Catches U.S. Short of Fuel.
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Fuel shortage May Curtail Rail Service.
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Smog-Proofed Autos Choking on Own Fumes.
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U.S. May Approve Gasoline Rationing.
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Pace Picks up in Quest for Clean Engines.
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- Newspaper headlines from January, 1973
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Catastrophic Problems, aren't they? Not only are we taking
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more out of the earth than the earth has to give, but we're also
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using what we take to ruin the air above.
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Sitting in a small laboratory in Van Nuys, California is a
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curious creation which, based on the results of dynamometer tests
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and other rigid trials, claims to be the solution. It's called
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the EMA (electro-magnetic association) motor and, in technical
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jargon, is described as "digital-pulsed," "time-phased" and
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"servo-controlled." Developed by EvGray Enterprises, an
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independent research and development firm, the unique engine runs
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on the principle of electro-magnetic transformation.
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In terms more meaningful to the layman, the EMA motor
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requires no fossil fuel, recycles its own energy, creates no
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waste and is extremely quiet. Its size, weight and horsepower
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ratios are comparable to motors and turbines now in use.
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The EMA's only external power source consists of four 6-volt
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batteries which never need recharging and which have the same life
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expectancy as the standard automobile battery. EvGray claims
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the motor duplicates the power and torque characteristics of
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internal combustion engines of similar size and weight, and the
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Federal and State Air Resources Board has granted the inventors a
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permit to further prove this claim by installing the EMA in test
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vehicles.
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Edwin Gray, Sr., president of EvGray, predicts production
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Page 1
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costs of the EMA will be comparable to present motors and
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maintenance costs will be far less. "The EMA motor promises to
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make the world a cleaner place in which to live," says Gray, who
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has spent 12 years developing the engine. "Perfection of the EMA
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motor as a generating source could mean the availability of
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inexpensive power to underdeveloped nations."
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EvGray expects the EMA Motor - when tailored for specific
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applications - to become a desired replacement for virtually all
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power systems now in use. The full spectrum of possibilities
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includes:
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(1) industrial engines for application of portable welding
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generators, standby electric generators, portable battery
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charger, portable power tools, portable lifting
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equipment, and industrial utility vehicles;
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(2) engines for agricultural equipment for use on lawn
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tractors, lawn mowers, soil and harvesting equipment,
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horticultural equipment, and irrigation booster pumps;
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(3) engines for building and construction equipment,
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including portable building equipment, concrete mixers,
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portable conveyors, portable compressors, and
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construction machinery;
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(4) aircraft, automotive and marine engines, including
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automobiles, trucks, outboard motorboats, auxiliary yacht
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engines, lifeboats, light aircraft, and auxiliary glider
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engines
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(5) engines for household and recreational equipment,
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including small lawn mower, snowmobiles, golf carts and
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snow blowers;
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(6) engines for heavy transportation and stationary uses,
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including railroad locomotives, ships, pumping sets for
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atomic reactors, generator sets, and jet aircraft
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engines;
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(7) miscellaneous applications, including fire-fighting
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pumps, airconditioning units for buses, refrigeration
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units for trucks, and special military purposes
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(generator sets, gas turbine, starter units, etc.).
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LIGHTING AND "ENERGY SPIKES"
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Gray describes the operation of his EMA motor as "similar to
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re-creating lightning." He says the engineering and scientific
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world has known this re-creation is possible but hasn't known how
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to do it. "When lightning hits the ground, causing a 10-million-
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volt buildup, where does energy come from to make it from a static
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charge to a lethal charge? Nobody really knows."
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Richard B. Hackenberger, Sr., vice-president in engineering
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for EvGray, explains how the EMA motor system operates. "Power
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from the high-voltage section," says Hackenberger, "is put through
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a system of electrical circuitry to produce a series of high-
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voltage `energy spikes.' The spikes are transferred to a small
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control unit, which in turn operates the major motor unit.
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The control unit, acting in a manner similar to that of a
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distributor in an internal combustion engine, regulates the
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spikes, determines their polarity (whether they be north or south)
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and directs their power to selected electro-magnets in the main
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unit.
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Page 2
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While this occurs, the recycle/regeneration system is
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recharging the batteries with 60 to 120-amp pulses. The
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electro-magnets are located on both the rotor and stator of the
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large motor. Attraction and repulsion between the two sets of
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magnets causes the motor to operate and generate horsepower.
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Once in motion, the motor recharges the batteries as a result
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of the recycle/regeneration system. To prevent condensation in
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the main cylinder, a half-pound of air pressure has to be
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maintained. Air is routed through the programmer for functional
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purposes. When the ambient temperature is 90 degrees, the motor
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operates at 170 degrees."
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In short, the principle of the engine is to create
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electricity and recycle energy by the factor that every time
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magnets are energized off the peak of transients, a charge goes
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back into the battery.
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It's not a constant charge, but a pulse charge of 60 amps or
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better; thus, the battery must be of high quality. The batteries
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for the EMA motor are furnished by McCulloch Electronic
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Corporation of Los Angeles.
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After extensive research and testing, EvGray chose the model
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110-75 Energy Center, which is said to produce maximum power for
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its weight and volume over an exceptionally long life span. This
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is achieved partly by use of an ultra-lightweight plastic case
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that minimizes dead weight (energy-storing components comprise
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more than 90 percent of the battery's weight).
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Features of the battery include extra-large plates separated
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by indestructible glass-rubber separators and a specially
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formulated lead oxide composition. Two of the 6-volt batteries
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are used for operation, while the other two serve as a reservoir.
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Mallory Electric Corporation of Carson City, Nevada, has also
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made a major contribution toward the design of the electronic
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pulsing system.
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LONG-RANGE AND POWERFUL
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Electric-powered vehicles are not new, of course, but the
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poor energy-storage factor of batteries and their heavy, large
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size have thus far made them impractical for use in any vehicles
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requiring a long-range capacity.
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This drawback has restricted the market for electric power to
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small limited performance vehicles. The maximum range of these
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vehicles when driven at 40 miles per hour has been approximately
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150 miles. Range is affected by the number of stops and starts,
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grades traversed, and acceleration demands.
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The EMA motor needs only to run at 500 rpm for the normal
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recharging system to work. In fact, it recharging capabilities
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are such that the EvGray's next version of the engine won't have
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an alternator or air pump. The air pump will be replaced by
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blades on the rotor.
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"The idea of a self-sustaining electric motor," says Gray,
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"at first appears to go against much of the theory of electricity
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Page 3
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and conservation of energy. The EMA motor does not, however,
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violate the basic laws of physics, but rather utilizes them in a
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unique integration in a system in order to maximize upon the
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characteristics and interrelationships between electrical,
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magnetic, and physical components. The EMA prototype motor has
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had considerable operating test time and has been adapted to
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standard and automatic automobile transmissions."
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Dynamometer tests have recorded the rpm's of EvGray's motor
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at 2550 constant, the torque at 66 pounds constant. Brake
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horsepower is 32.5 After a test run of 21 1/2 minutes, the battery
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voltage reading was 25.7.
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Only three surfaces make physical contact with the motor a
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feature which dramatically limits friction and increases
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efficiency. "An internal combustion engine is only 30 percent
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efficient," says Gray. "Our engine is 90 percent efficient." A
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prime factor in friction control is the so-called "magnetic
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vacuum," created in the drum, which literally takes the pressure
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off of end bearings and allows the rotor to float within the drum.
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"Our motor creates power surges-one behind the other-in
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microseconds," says Gray. "By doing this, we are able to direct
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the magnetic flux field. The magnetic flux is a coolant source,
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so we need no cooling system."
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Gray says the engine is not affected by rain, heat, cold any
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other type of inclement weather, or by driving through tunnels.
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"All this motor needs is oxygen. The only external magnetic
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effect is that another field system cannot operate within this
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same battery system. The magnetic field orientation is 360 degrees
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in all directions."
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The new EMA prototype will weigh about 320 pounds, less than
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most present internal combustion engines. It will measure 12
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inches in diameter, 18 inches in length. (Size is linear to
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horsepower required.) According to Gray, further research should
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make it possible to possible to reduce the size and weight through
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the use of lighter metals and more sophisticated circuitry.
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Gray says most of the motor's components can be built in a
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machine shop with a mill and lathe. The exceptions are the drum
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itself, the electro-magnets, and a few miscellaneous items bought
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over the counter in an auto supply store. The company plans to
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enter into worldwide licensing agreements to manufacture the
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motor.
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The safety features of the EMA are impressive. There's no
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fan, no exposed high-voltage component parts, no exhaust fumes, no
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fuel tanks to explode, and no water reservoirs to clog up, freeze
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or overheat.
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EvGray believes the reliability of the engine will be
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excellent, and maintenance should be the engine will be excellent,
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and maintenance should be minimal because there's no carbon, water
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varnish or other impurities - which occur normally as a result of
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burning oil or gasoline - to damage parts. There is no
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carburetor to clean and adjust, no oil filter to change, no gas
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filter, smog valve, gaskets, radiator, water pump ot timing chain.
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Plug-in type construction makes replacing parts quick and easy.
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Page 4
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Gray says the training time for EMA mechanics is less than that
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for mechanics working with a standard electric motor and far less
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than that for those preparing to work on internal combustion
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engines.
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The EMA also favors the eardrums of mankind. Its noise
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emission is far less than that of all other power sources, and
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Gray claims there will be no increase in noise as the engine ages.
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In fact, electric-motor noise is almost imperceptible when
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properly suppressed.
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Perhaps the reason Edwin Gray, now 48, has been able to
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create such an unconventional engine is his unconventional
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education. One of 14 children, he began tinkering with magnets and
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electricity as a boy. He left home when he was 15 and served a
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year in the U.S. Army before it was discovered he was under age
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and he was given an honorable discharge. During that year, he
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attended an Army school for advanced engineering. After the attack
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on Pearl Harbor, he reenlisted, this time entering the Navy. After
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serving three years of combat duty in the Pacific zone, he
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returned to civilian life and found work in the field of
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mechanics. Resuming his experiments with electro-magnetic power,
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he seriously examined the theory of energy used is energy spent.
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After years of research an experimentation, Gray conducted
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his first test of the EMA motor in 1961. The engine ran briefly
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and then broke down. Discouraged but not defeated, he
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constructed a second electro-magnetic motor, which ran for an hour
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and a half before failing.
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A third prototype ran for 32 days attached to various
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automotive transmissions and test equipment. It was then
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dismantled for analysis, and detailed reports were prepared.
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After rejection by large corporations and money promoters, Gray
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formed a limited partnership in 1971 and constructed the fourth
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EMA prototype.
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With assistance from nearly 200 private citizens, EvGray
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Enterprises has spent $1.1-million in the attempt to recycle
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present lost energy and redirect magnetic forces with the EMA
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motor.
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Dick Hackenberger, who comes from a more conventional
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background, compliments Gray's raw genius with 25 years of
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diversified functional and management experience in the
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engineering field. He holds an EE degree from Northeastern
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University and is a senior engineer in the Institute of Electrical
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and Electronic Engineers. Hackenberger has held positions with
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the Sony Corporation of America and Sylvania Commercial
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Electronics, and he has served as an engineering consultant to the
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U.S. Navy.
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Other EvGray officials include Arthur M. Lange, vice-
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president in charge of public relations, and George C. Demos,
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vice-president in charge marketing. Lange has served in
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management and public relations capacities with both Ford and
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General Motors, while Demos has worded as division general manager
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for Control Data, director of marketing for RCA, and president of
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his own manufacturing firm.
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Page 5
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RAISING A FEW EYEBROWS
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The electro-magnetic motor has attracted attention from
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important government agencies, including the Environmental
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Protection Agency, the Air Resources Board, and the Department of
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Transportation. Governor Ronald Reagan of California last year
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presented Gray and his wife, Evelyn, with a certificate of merit.
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Others indicating interest in the project are congressmen Barry
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Goldwater, Jr., Edward R. Roybal, Del Clawson and James C.
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Corman, U.S. Senator Alan Cranston, and state senators Alfred E.
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Alquist and Nicholas C. Petris.
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John Brogan, head of the Environmental Protection Agency's
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advanced automotive power systems development division, says his
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25-man staff has looked at approximately 20 alternate engine
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proposals each week for the past two years.
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He says nearly half of the proposals are of "perpetual
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motion" machines; that is, machinery that would produce continuous
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movement without any outside energy source. The concept of
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perpetual motion violates all known laws of thermodynamics.
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According to EvGray, some experts believe the EMA is a
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perpetual-motion engine and is, therefore, invalid. Gray himself
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refutes this belief. "The EMA motor is definitely not perpetual
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motion," he insists. "Only those in the scientific world who
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understand the theories of physics are able to comprehend how our
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motor works. There's only a handful of such persons.
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"The programmer directs which magnets are to be energized for
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what length of time and in what polarity. There are several
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attractions and repulsions taking place at the same time."
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The search for the clean engine has seen the federal
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government contribute $23-million to the development of new
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engines in the past two years. General Motors, spent $36-million
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last year alone, and Ford laid out $20-million. Senator John V.
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Tunney of California has proposed legislation to divert $900-
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million from the Highway Trust Fund into a three-year crash
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program to develop a clean engine.
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Meanwhile, Edwin Gray, after 12 years of research and
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development, believes he has found the answer for a comparatively
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meager $1.1-million. Time will tell whether or not he is right.
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EMA-4 MOTOR PRELIMINARY TEST DATA
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Input Power 12 volts dc (of a 24 volt dc system, making
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use of a 12 volt standard starter motor).
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RPM 2550 RPM constant.
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Torque 66 lbs. / constant.
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Horsepower 100 HP
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Brake Horsepower 32.05
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Foot-pounds/minute 1.057.650
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Page 6
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Foot-pounds/second 755 lbs. (includes 110 lbs for four 6-volt
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batteries).
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Volume 42" long x 18" wide x 22" high. (This is
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overall geometry. including control unit, etc.
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- The basic motor is a 16" dia. x 24"
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cylinder, which can be repackaged into a 9"
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dia. x 12" cylinder).
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Test Run Time 21.5 minutes.
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Battery Voltage 25.7 volts.
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Reading at test
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completion
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Ambient Temperature 84 degrees constant.
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Humidity 51%
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Fuel Consumption None (other than air).
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Cooling Conduction / 1/2 pound (flow through) air
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pressure.
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Magnetic Field 360 degrees-all directions during motor
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Orientation operation.
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Lubrication High temperature bearing grease (2 bearings).
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Vibration Negligible
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Noise Level No direct reading taken - without shielding,
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no louder than small kitchen appliance, e.g.,
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fan, etc.
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Power Hazard Fully secure - full design safety features.
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Start Mode Simple push button - standard 12V starter
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motor.
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Operating Mode Rheostat principle with switchable RPM
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range(500-1300-1950-2550-3350-4100 RPM's)
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Physical Condition Motor mounted on wheeled test stand - no
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external connections to stand.
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Page 7
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EMA - 4 MOTOR BLOCK DIAGRAM
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<20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>Ŀ
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<20> Mechanical Conversion <20>
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<20> of Power-Drive <20>
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<20> Shaft-Transmission, etc. <20><<3C><>Ŀ
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<20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD> <20>
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<20>
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<20>
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<EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>Ŀ <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>Ŀ <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>Ŀ <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>Ŀ
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<EFBFBD> 24 V <20> <20>High Voltage<67> <20> <20> <20>Motor- <20>
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<EFBFBD>Power <20><><EFBFBD><EFBFBD><EFBFBD>><3E> Generator <20><><EFBFBD>><3E>Control Unit<69><74><EFBFBD><EFBFBD><EFBFBD>><3E>Rotor/ <20>
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<EFBFBD>Supply <20><Ŀ <20> Circuits <20> <20> <20> <20><><EFBFBD>><3E>Stator <20>
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<EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD> <20> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD> <20> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>
|
||
<20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD> <20> <20> <20>
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||
<20> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>Ŀ <20> <20>
|
||
<20><<3C><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>ij Regeneration- <20> <20> <20>
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<20> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>Ĵ Recycle Unit <20> <20> <20>
|
||
<20> <20>Electronic Pulsators (C)<29> <20> <20> <20>
|
||
<20> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD> <20> <20>
|
||
<20> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD> <20>
|
||
<20> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>ͻ <20> <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>ͻ <20>
|
||
<20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>ĺ Alternator<6F><72><<3C><><EFBFBD><EFBFBD><EFBFBD><EFBFBD> <20> Air Pump <20><><<3C><>
|
||
<20> (B) <20> <20> (A) <20>
|
||
<20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>ͼ <20><><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD><EFBFBD>ͼ
|
||
|
||
|
||
BLOCK DIAGRAM OF THE EMA-4 shows how energy is transmitted from
|
||
the four 6-volt batteries (power supply) to the various stages of
|
||
the engine and returned.
|
||
|
||
Both the air pump (A) and the alternator (B) are optional
|
||
equipment. The air pump prevents condensation around the drum and
|
||
provides added assurance of air in some environments.
|
||
|
||
The alternator is not needed for most applications, including use
|
||
in vehicles, but may be desirable in heavy generator rigs.
|
||
|
||
The electric pulsators (C), which are contained in the
|
||
regeneration-recycle unit, are capable of pulsing at 200,000 times
|
||
per minute, and the pulsation at 60-to-120 amps is fed back to the
|
||
batteries.
|
||
|
||
|
||
Submitted by : Ronald Barker,
|
||
Vangard Sciences
|
||
|
||
|
||
|
||
|
||
|
||
|
||
|
||
|
||
|
||
|
||
|
||
|
||
|
||
|
||
FINIS
|
||
Page 8 |