[MaxResolution]

I love the banner atop your Wiki link. Can't quote it exactly, (that was yesterday,) but something to the effect that this technology remains debatably to be proven. I think we all just love fancy pictures, James Bond cars and sleek trophy 'models' to go with them.

Try,we're just having fun at your expense. I am proud to see anyone eager to push the envelope.

[K1W1]

Hi,

Do you mean this disclaimer?

[TRY]

Who would ever have thought that a dull and purely technical thread would ever make 2500?
Who would ever have thought that four more "alternative propulsion" threads would have followed up?
"Diesel electric" was first, I agree, but that's not a fully non-fossile fuel solution.
"Solar power" - "fuel cells" and "gas from water" are completely new approaches to the general and marine propulsion solutions, as is our "compressed-air" engine.

It is very encouraging to see that an increasing number of ideas are being developed by an increasing number of people to overcome the fossile-fuel-dependence of motive powers.

Keep up the good spirits and we'll definitely get there!

[TRY]

First, I would like to remind you that this thread started off as an informative action, just to let all of you know that alternative solutions were being worked on, and we do not at all suggest or think that we're the only ones!

Therefore I will reply to questions which go this way of thinking, not to provocative and questioning or dubitative remarks (I still don't understand what American football had to do with this topic).

Andrei - (TSI-AV) - summed up a number of fair questions in his reply #83:

1 =correct
2 = correct
3 = correct
4: no, in the photograph it's a two cylinder engine of 600cc, with normal same-size piston cylinders, and the compressed air delivers its power in a single expansion step.
5 = negative
6= negative
7: this part of the unit is the electric generator (220VAC) pack. It serves as an alternator (in a car), as a starter motor, or as the compressor drive when feeded with 220VAC.
8: no, this is just the support plate of the sound damping case. We don't need a cooling system since no heat is developed.

Andrei is correct in saying that this engine is only as clean as the electric power it uses to replenish its tanks.
A major advantage is that the engine is ZERO pollution where and when in use to drive.... whatever (car - genset - forklift - industrial tow tractor - boat).
This, plus its modest volume and weight, opens a lot of new applications.

Effectiveness and power range are being further developed (petrol and diesel engines started life as a small, single cylinder, low power unit).

For the various applications as mentioned above, industrialisation is now in final stages and series production may start somewhere in early 2008.

The main opposition does not come, as many think, from the fact that the Seven Sisters will eventually kill it. No, because even in full swing the numbers of these units will be insignificantly small compared to fossile fueled engines.

The fact that "air" is not a taxable commoditiy may lead to some opposition!

Furhter questions and enquiries of seriously interested parties will be answered via private messages.

All general information will be available very soon on the re-newed site of www.mdi.lu.
I will continue to act as the marketing interface.

Thanks to all for your symphatetic support.

[K1W1]

Hi,

Originally Posted by TRY

I've been very busy lately with our new venture, but I promise to reply to all (interesting) questions and remarks before the end of this weekend.

TRY- The above statement made by on Thursday last week had me believing that we would finally be getting some answers to some of the questions about this too good to be true revolutionary new engine.

It was a little dissappointing to see that all you have managed to produce to fulfill this pledge other than another post praising yourself for having started a thread which has attracted so many views is to answer the questions posed by a very switched on YF Member which in reality is little more than a glorified parts list.

If you can't answer some of the questions that I am sure not only myself but a number of other subscribers to the Forum would like to have answered maybe you could pass them on to some of your colleagues in the engineering department of the company and revert with the answers that way.

I look forward to your response with interest.

[jdpeterson]

The de Pietro (Oops, didn't realize that I didn't get a new window when I hit reply so I could refer to the actual text, so I appologize if I've mispelled the target. ) vaguely reminds me os the Wankel engine with the three pointed rotor that Masda used quite a few years ago. Had a 2nd cousin in California that put 150,000 miles on her her's.

[MaxResolution]

Every savvy Ozzie knows about the 'Orbital Engine.' This involved a spherical piston. As she begins to move, she rolls head over heel, but as you achieve speed, it slips to a horizontal axis, thus serving as a gyro-stabilizer for the vehicle. (No trim levelers required.) Not only did it get 100mpg, but the afterburn was an inherent portion of its operating principle, so less exhaust. Lastly, the inventor had a very clever direct-transmission, giving it tremendous torque on demand. (Collision,...Mayday?) But, rather than compliment the line-up at Holden, she sits covered in dust on the shelves at Ford Motors. (Hari-kari?, Roll-over? ENRON?)

[TRY]

[color="SeaGreen"]I thought I'd bring a bit new life in this story.
After all, life begins at 3000 views, or amI wrong?

We have now available for short-term use in a marine environment:
- 6 kw generator - engine 10 kw - weight 60 kgs - dimensions 0.6 x 0.6 x 1.0 meters
- 12 kw generator - engine 24 kw - weight 90 kgs - dimensions 1.0 x 0.6 x 1.0 meters

Since no cooling is needed, no marinisation is needed.
Since exhaust is clean air, put it anywhere (no holes in hull needed).

I guess (factual planning of the development team) that a 200 kw engine (or genset) will be available in 18 months to 2 year.

Not of interest to this community, but just as an information: industrial applications now comprise a 5 tons tow-tractor and a 1 ton forklift.
With the forklift we use compressed air to push the load up, we return it to the tank when the load (or empty chariot) comes back down!

So, everyone is again up to date.

[redmax]

Hi,

Would you please be so kind to let me know if in the mean time you have any experience in electrical power driven propulsions?

I'am building a new light (10 ton) fast offshore sailboat.

It would be great if I could install just a powerfull enough genset to be able to supply some 40 kw power and still strong enough to supply ample power for the rest of my electrics and electronic systems.

Thanks for advice,

Red Max

[TRY]

Ik zou hier ook in het Nederlands kunnen antwoorden, maar dan verstaan de anderen er niets van ....


Sorry for this short internmezzo in Dutch, I'll continue in English.

We can supply in about 6-8 months the gensets for propulsion and domestic appliances, either as one single unit or as a dual system - 2 sets.

2 sets have the advantage of weight and volume, seemingly important on your lightweight saling boat.

I am in the final stages of a licence agreement in Holland and I will put you in direct contact after signature.

Please send me a private message with your coordinates.
Good luck with the build of your new toy!!

[TRY]

Hi all of you behind my screen!
Many thanks for the 3500+ views!!!

I'll keep on posting the latest events and developments.
Since fuel (any fuel) gets rare and expensive, if not now, in near future; our air-engine is bound to become of interest!

Latest development towards industrialisation is our 12 KW - flat twin at barely 15 KGS.
The generator set developed from there will not exceed 25 KGS for 10 KVA.
Anyone better than this gets a bottle of bubbles (to collect in South of France!).
Consumption in bi-energy mode will not exceed 1 liter (yes, ONE liter) per hour of any fuel fossil of bio!

Test bench in august, proto in sept-oct; that's the plan.

[TRY]

Hi all, at 3800+ here's some more news.
Rather a different development but alternative fuel altogether: H²!

Problem with H² is storage and transport, right?
We (that is again, highly specialized engineers + myself as a promoter-investor) have devloped a high-density storage tank for gazeous H².
Double the volume as in liquid format, thus less dangerous!
No more transport, piping, temp-restrictions as with the liquid H² since we keep it gazeous!

Ciao for now.

[The Reverend]

Try, Are you going to give us some proper details this time or are you going to keep drip feeding us with tidbits of irrelevant info? I assume that most people that read this forum are either techie types or are interested in tech stuff and therefore would rather discuss the technical merits of you latest idea rather than be drawn into your latest ‘promoter investor ‘ scheme

[First Pericles]

Has anyone asked about the size and weight of the 300 BAR pressure vessels. As a comparison, batteries for electric boats are considered the drawback because of the weight of the batteries. However, with the system being discussed here, my understanding is that installed on a boat, a mains electrical powered air compressor is used to pack away an enormous quantity of air, which is then released through the compressor to drive the electric motor that now acts as a generator to produce electricity to power electric engines to propel a boat. The weight and size of the 300 BAR pressure vessels must be really really huge in order to provide decent range.

Then there is the racket whilst the compressor is filling the air tanks and doesn't the air become heated whilst being compressed? Shouldn't it be cooled before being stored in the pressure vessels?

These compressed air accumulators, for that is what they are, bring to mind fireless steam locomotives http://en.wikipedia.org/wiki/Fireless_locomotive and hydraulic accumulators http://www.subbrit.org.uk/sb-sites/s...on/index.shtml

I could be getting this all wrong, but it seems a cumbersome method of propelling a boat or a car. Why not cut out the electric motors and use the compressed air to drive the props directly with small turbines.

In fact, injecting liquid Hydrogen into the turbine would create a useful and simple jet engine that does not need a compressor bladed inlet and which, produces only steam at the exhaust. Instead of heading for the conventional fuel barge, such a boat would connect up to the shore based compressed air depot, and load up with air and liquid hydrogen, for a spot of boating.

What is the calorific value of liquid hydrogen?

First Pericles

[K1W1]

Hi,

I found a CV for Liquid Hydrogen showing a value of 150kJ/g or 48.5 kwh/kg.

I would suggest you take the time to read this whole post. It seems that the original poster is just intent on blowing hs own trumpet and is either unable or incapable of answering any really technical questions of which there have been a good number posted.