Jean P.M.

Chambrin -- Water-Alcohol Fuel Reactor

Pgina 1 de 11

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Jean CHAMBRIN Water-Alcohol Motor

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http://fuel-efficient-vehicles.org/FEV-energy-suppression-CBird.php Excerpt :

Energy Suppression An Invisible Galaxy of Inventions

by Christopher Bird Jean Chambrin, a mechanical engineer in Paris, developed a water-and-alcohol motor, which he used to run his own private cars on denatured alcohol and water. The inventor claimed that his motor's design could be mass-produced at a fraction of the cost of present engines. He received nothing but publicity --of the type that forced him to take great precautions in regard to his personal safety. http://www.bibliotecapleyades.net/ciencia/supressed_inventions/suppressed_inventions43.htm Excerpt :

Amazing Locomotion and Energy Systems -- Super Technology and Carburetors by John Freeman
Water and Alcohol Motor A Paris engineer ran his private cars on a mixture of denatured alcohol and water according to the French magazine Le Point. The forty-nine-year-old inventor-mechanical engineer Jean Chambrin maintained that his motor design could be mass produced for only a fraction of the cost of present engines. As publicity surrounded his achievements the inventor took even greater precautions for security. http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19830126&NR=8201755A&DB=EPODOC&locale=en_EP&CC=ZA&FT=D REACTOR TO USE WATER AND CARBURANTS MIXTURE AS FUEL WO8203249 1983-01-26 Also published as: ZA8201755 // BR8102374 // PT74582 // YU57482 // FI820847

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Jean P.M. Chambrin -- Water-Alcohol Fuel Reactor

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Abstract --- Reactor to use water and carburants mixture as fuel which can be adjusted to a thermal engine (3) or heating equipment, making possible the feeding of the engine (3) or heating source with hydrogen. The reactor (1) consists of a central region with two feeding points supplied with exhaust gases that circulate throughout the pipes. A mixture of water and any carburant, at any proportion, is injected in the pre-heated central region through spiral tubes or by integrated electric resistors. This mixture is suddenly decompounded electromagnetic effect in the central region and goes into the inlet manifold of the engine through a conduit. The feeding is performed with a modified carburetor by means of an exhaust manifold central region connection amplified with a connection between the exhaust manifold (5) and the less hot zone and added to that a thermal protection that fully involves it.; It can equip all kind of internal combustion engines as well as all heat-producing apparatus. Description An apparatus which permits the conditioning of the water and carburants mixture, limited to pure water, casuing an electromagnetic reaction capable of producing hydrogen and a plasmatic state of matter, to be used in engines and heating systems. It concerns the use of electromagnetic energy obtained primarily from a combustible and then from water and combustible mixture and, finally, from pure water, under the form of thermomagnetic energy (burners, boilers, etc.) or propelling energy (internal-combustion engine or reaction engine). The decomposition of the water into its basic elements (oxygen and hydrogen) is feasible, either by electrolytic or electromagnetic processes. Both processes demand a considerable quantity of electrolytic or electromagnetic energy, stored oxygen and hydrogen, carriage of these elements and their delayed application. The Reactor, as it is suggested to be used, is not subject to such inconveniences since electromagnetic decomposition of the water can be quickly and directly obtained, as far as it is used. The necessary and indispensable calorific energy to the internal electromagnetic reaction is ensured within the cycle confined to the right application which eliminates the discriminating inconveniences and risks inherent to the usual processes. Another advantage of the conceived process is to produce energy in a much more economical way. The described reactor converts the mixture before its introduction in the inlet manifold of the engine. This mixture consists of water and carburants (gasoline, diesel, alcohol, ammonia, etc.) limited to pure water, in view of its use in an engine or heating system. Known in France as the "Chambrin Device", patent number 75/06619, the Reactor, in face of the advanced researches carried out in Brazil, enables us to put into practice the thermonuclear plasma theory improving its efficiency and economical operation. The referred theory is based on another mechanical principle of motion that is electromagnetism. A gas is elastic. If it is highly warmed up, it turns into a plasma which is inwardly stirred, consequently producing an electric current which when readjusted produces nascent hydrogen. Although in France the Chambrin Device has also produced hydrogen, it was not achieved with the efficiency of the present invention. The efficiency achieved is due to an increased rotation speed of the gases inside this Reactor (Figs 1, 2, 3-1, 4 longitudinal section and 6 cross sections) providing a better use of the power and output of the engine (Figs. 1, 2, 3-3) which obtained by connecting (Fig 3-9) the exhaust manifold of the engine (9) to the outlet of the Reactor (Figs 3-10). In view of the formal explantion of the energy-generating process and the results achieved with the several experiments, it may be confirmed that this apparatus is a "Reactor to Use Water and Carburants Mixture as a Fuel". The Reactor (1) is placed between the carburetor (2), already modified, and the engine block (3), so that it is well integrated to the engine itself (Fig. 1 - front view of the assemblage). The experiments carried out up till now, with various models, show that, under certain operating conditions, the observed temperatures were the following (Fig 2): around 800 C at the exit of the exhaust manifold (7), around 500 C at the outlet of the Reactor (6), around 300 C at the end of the outlet tube, leading out the burnt gases (8), which is 2 meters long.

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Jean P.M. Chambrin -- Water-Alcohol Fuel Reactor

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The inlet manifold (Figs 1-4) and the exhaust pipes of the engine (5) lead the gases to high temperatures; it also happens to the new connection (Fig 3-9 to 10). The Reactor which could be considered, even before the connection, a unique one, regarding the ongoing advanced researches and experiments, became still more efficient. Furthermore, the reactor can be built in other geometric shapes and operate according to the same principle. The basic operating principle of the Reactor may be described as follws: The direction of the gases course (Fig 4) is indicated from the Very Hot Zone (11) close to the exhaust manifold. The region next to the external walls is denominated Less hot Zone (12). The difference in temperature between these two zones is around 400 C, under conditions in which the experiments were performed. The cold, pulverized and diffused mixture along the tube (Fig 4-13 to 14) that ends at the Less Hot Zone warms up progressively in rotating movements (Figs 5 and 6 - cross sections) when in contact with the walls of the peripheral covering before going into the Central Region (Fig 4-11). At this point, it achieves a maximum temperature soon after its admission in the inlet manifold of the engine, through a conduit situated in the Very Hot Zone, communicating the central region with teh engine, taking the shortest path (Fig 4-1). Therefore, from a necessary Thermal Cap, the very hot portion of the central region is the basis of a Thermoelectric Decomposition of the admitted mixture. Such condition is essential for its use as an energetic agent of the engine. The new collector (Fig 3-9 and 10) speeds up the process providing a more profitable use of the power and output of the engine. All collectors (Fig 3-4, 5, 6, and 9 and 10) must be properly protected from external temperatures. The engine used, irrespective of its origin, needs no specific alterations, but must have a compressure rate around 15 50 20 and the inlet and exhaust pipes must allow the assembly of the Reactor. It is also desireable that the ingine be endowed with a multiple sparking system and spark plugs with high electrical shock potential, with rotating capability. The carburetor used is a classical one, however, the float, the primary air inlet diffuser and the jet must be accurately adjusted, as the admitted mixture may change during operation. When cold, the Reactor is fed with a classical fuel (gasoline or alcohol, for instance). Once the engine reaches its crossing temperature, the injected fuel carries progressively, or spontaneously, a compound mixture, in weight or volume, of a more and more reduced quantity of alcohol and up to the limit of pure water. Therefore, the physico-chemical nature of the mixture may vary during operation and, consequently, its specific weight. This makes possible, at any time, to adjust the combustion system according to the admitted mixture. It was remarkably proved, during the accomplished experiments, that the admitted quantity of primary air could be reduced as far as the quantity of water contained in the mixture increased. It demonstrates that a developed carburetor must act in response to the different variability criteria, either by manual or automatic means, or both together. The vehicles will have to have two tanks. A small one for the pure fuel and a normal one of the mixture that contains water. The feeding by electric pumps, the constant pressure and the variable consumption put together are the best way of feeding. The direct injection must be effected at the admission level, inside the Reactor, and not at the combustion chambers level. It is necessary to have at least two pumps. One adjusted to prime combustible (such as alcohol) and the other to the mixture or pure water. The adjustment may be performed using a double-acting cock which either closes the mixture, or pure water, inlet or opens it. In view of the high temperatures registered inside the reactor (Fig 4-11) and to ensure its good mechanical performance, it consists of a thick crown wheel, made of a material of high thermal conductivity. The pipes in which the consumed gases circulate are laid across the crown wheel from side to side. The admission of the mixture in the central region is effected in the less hot zone (Fig 4-12) through calibrated holes where the sum of their sections corresponds to the section of the passageways. These holes are arranged in order to facilitate the course of the fluid. The pipes provide passageways such that the sum of their diameters corresponds, at all points, to the diameter of the passageway leading out the burnet gases. There are 7 pipes, one central and 6 peripheral (Figs 5 and 6). The non-channelled parts are used as pre-heating tubes. Such arrangement provides a wellfixed mechanical assembly. The direction of the mixture must necessarily be the same as the engine's rotation to avoid that opposing magnetic fields restrain the mixture's course from its spinning movement.

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Jean P.M. Chambrin -- Water-Alcohol Fuel Reactor

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The outside is conceived in order to fit the inlet manifold, leading to the carburetor (Fig 1-2 front view), in the section of the passageway, turning from a usually circular section into a similar lengthened rectangular section. For manufacturing reasons and easy assembly, the central region consists of two different parts: one, covered, has in its end, next to the very hot zone (Fig 4-13), an external screw thread to receive the adjoining part; the other, regardless of the precedent, is screwed to that last part. It is not externally covered but is endowed with an outlet pipe favourably directly to enable its connection with the inlet pipe of the engine. The new conductor that joins the exhaust pipe of the engine to the less hot zone of the Reactor may be attached by different means: welded or screwed. To avoid thermal losses at both admission and exhaust external joint levels as well as on the periphery of the apparatus and the graduation of the prevailing residual temperatures at the outlet of the Reactor (around 500 C), it has a Thermal Shield which involving the assemblage can, on one hand, reheats the external walls of the Reactor and, on the other hand, isolates from outside all elements subjected to high temperatures. The new manifold (Fig 3-9 to 10) consists of a connection with this shield from the exhaust pipe (Fig 3-9 in 7) to the less hot zone of the Reactor (Fig 3-10 and Fig 4 - longitudinal section - 10). The thermal shield consists of two metallic walls in red copper separated from each other by a thermal insulator -- amianthus or any like product -- of sufficient thickness so that the external wall would be more or less warm. A deflector is placed to provide a well distribution of the gases that strike against the thermal shield. It must be considered a way of ionizing the admitted mixture of the engine block is isolated from the sun, which can be performed using an electronic oscillator. Finally, the accomplished researches and the achieved results proved that the feeding of the Reactor here presented is the most efficient, although further studies may lead to other improvements.

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Jean P.M. Chambrin -- Water-Alcohol Fuel Reactor

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http://v3.espacenet.com/publicationDetails/biblio? KC=B&date=19861126&NR=1147890B&DB=EPODOC&locale=en_EP&CC=IT&FT=D

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A REACTOR FOR TRANSFORMING AND CARBURANTS FOR USE AS A FUEL MIXTURE WO8204096 1986-11-26 Also published as: BR8102987 // PT74890 // FI821543 // ZA8203054 // IT1147890 Abstract -- A reactor to transmute the matter which using any fuel in its solid, liquid or gaseous state, associated to dihydrogen oxide, can set into motion (5) engines, turbines, boilers, heaters, etc., due to its capacity of transmuting such carburants. It is a cylindric apparatus (2), containing two or more longitudinal tubes with barriers (9 and 10) against which the molecules strike at a considerable speed causing a transformation in the primary fuel. It must keep the exhaust gases under a constant pressure to extend and speed up the reaction. It must be built of a metallic material with high thermal conductivity due to the high temperatures registered during the process. It can be coupled to any internal combustion engine or to all equipment that generates driving power. Description An apparatus that enables the running of any engine, turbine, boiler, heater, etc., regardless of the fuel used, due to its capacity of transmuting such carburants, once they contain dihydrogen oxide or are associated to it, into a new fuel. To start the transmutation process it is only necessary to reach the adequate temperature for the process, or respective of the fuel used --- gasoline, ammonia, kerosene, ethyl or methyl alcohol, or any carburant available (either in solid, liquid or gaseous state) -- combined with a hydric element. Contrary to what one might imagine, this temperature does not reach extraordinary levels since, in this case, it is only one of the necessary elements to the accomplishment of the phenomenon. The assembly of the Reactor itself is the main condition to its functioning. Once we have the necessary conditions to set in process, the Reactor can even be fed only with water. Although the phenomenon proved satisfactory, also, in this case, the use of other carburants, mainly the alcohols, even though in minimal proportions (5% to 95% of water), is also important. It was verified that the carburants which are firstly used to start the process can also stabilize the transmutation, as the proportion of dihydrogen increases, keeping it withing the limits of necessary safety. A formal explanation of the said process, considering the use of the Reactor, may be given by its capacity of producing hydrogen at relatively low temperatures with the support of the exhaust gases of the engine to which it is attached, and the hydrogen transmutation into other gases, with occasional and consecutive changes of the elements, causing an electromagnetic reaction of the physical field, by an elastic compresison of these gases. Since a starting mechanism of the process is determined, the calories wasted to set the engine into motion, which can be either conventional, gasoline or diesel consuming, or boilers, turbines, etc., are also used to produce a fuel which will be reused. Hence, one can say the Reactor is an aparatus to produce calories. For example, if 2000 KCal (kilo/calories) is introduced in the Reactor it will be possible to multiply these calories by 100, 1000, and even 100,000 according to what it is chosen to be used. The only condition to have a progressive multiplication of the calories without problems is to provide a cooling apparatus like the one used in combustion engines during operation. Another aspect of the process accomplished with the Reactor is the necessary obtention of the molecules strike, as intensive as possible. The bigger in intensity and molecules the strike is, more calories will be produced and consequently more potentiality it will have. The Reactor (Fig 1-2), which is installed, in case of engines, between the carburetor (Fig 1-1), already modified, and the engine block, processes the fuels, or the water, before their admission in the engine (Fig 1-3). The outer side of the Reactor must be conceived tio receive the gases inlet to the engine (Fig 1-3_, the exhaust gases outlet of the engine (Fig 1-5_, which has a ball to decompress the gases (Fig 1-5), and the feed back pipe (Fig 1-6). After many experiments and considering the velocity of the molecules, the Reactor has a cylindrical shape (Fig 1-2 and 2 - longitudinal section) with two or more tubes inside (Fig 2-7) according to its use. These tubes are placed leaving 5 to 10 mm between each other, such variation depending on the dimensions of the engine or apparatus to which the Reactor is attached. The width of the Ractor will also be determined according to the type of engine or apparatus employed.

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The builder of the Reactor must consider in his calculation mainly the production of hydrogen and of the several other gases that feed the engine, etc. The invention of the Reactor has a cylindrical shape because it helps to speed up the velocity of the molecules. A shock barrier is placed longitudinally (Fig 3 - cross section - 9 and 10) to multiply the fractioning of the molecules, intensifying therefore the calories producing process. On the other hand, it is also necessary to have a constant pressure of the exhaust gases next to the Reactor (Fig 1-6) since in case of reducing the gases flux at the outlet of the engine will become less powerful. So, it is interesting to involve the Reactor with an obconical covering (Fig 2-8) which maintains the gases balance and to insert a compressure ball of the gases at the outlet of the exhaust pipe or the original engine (Fig 1-4 and 2-4). With this system it is possible to obtain a constant pressure of the gases without braking the engine. The Reactor must be endowed with a thick metallic covering, considering the high internal temperatures registered, made of a material with high thermal conductivity. Also the manifolds that go across this covering (Fig 2-7) must be made of a material with a good thermal conductivity. Although various types of metals present such required qualities, the different types of copper, in some cases even an alloy of bronze and brass, proved to better meet the demands of the Reactor and to be more economic for construction. The results achieved with the Reactor are of great importance. using a mixture of water and ethyl alcohol, equally proportioned in weight, as fuel to feed the Reactor, it was identified at the outlet of the Reactor (before its admission in the engine) 33 different gases, such as: Argon, Aluminum, Cobalt, Molybdenum, Technetium, Ruthenium, Rhodium, Palladium, Lanthanum, Thulium, Astatine, Americium and Curium. In addition, at the outlet of the exhaust pipe it was observed 46 different gases. Among these gases were registered: Hydrogen, Helium, Lithium, Beryllium, Aluminum, Chlorine, Technetium, Ruthenium, Rhodium, Barium, Lanthanum, Polonium, Protactinium, Americium, Curium, Berkelium and Hahnium. Three other gases which are in the group could not be identified according to the Periodic Chart of the Elements; their numbers are 109, 111 and 131. It is interesting to remember that the Periodic Chart of the Elements classifies only up to Element 105. Another innovation of the Reacor is the feasibility of storing the exhaust gases and to send them back under a given pressure to the Reactor, acting in this way as a compressor pipe. If this method is applied, it will ahve to be injected, for safety's sake, with an electronic injector or any other system, a minimum quantity of alcohol or any other fuel at each revolution of the engine. With this system, it became possible to reduce substantially the consumption of carburants. It will require only one liter of alcohol or any other fuel to cover 60 km (37 miles). or even set a stationary engine into motion with one liter of fuel, at 1800 rpm, during an hour. The Reactor can also equip a boiler which has instead of an exhaust pipe a tube that goes into the heated center of the boiler and is attached to each end of the Reactor. In this case, the tube is filled with a enutral gas under a given pressure. Thus, the neutral gas will float throughout the tube, acting like the exhaust gases. To achieve such results. it will only be necessary to couple a double acting pump to aspirate the fuel by pushing it into the Reactor and, at the same time, to impel it under pressure to the injector where it will be consumed. For its extraordinary capacity of being fed with any kind of fuel and ejecting to the engine, the most diverse group of gases, the referred apapratus was denominated Reactor to Transmute Matter.

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http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19840417&NR=8205400A&DB=EPODOC&locale=en_EP&CC=BR&FT=D REATOR PARA USO DE OXIDO DE DIIDROGENIO COM CARBURANTES BR8205400 1984-04-17 http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19831227&NR=8202922A&DB=EPODOC&locale=en_EP&CC=BR&FT=D DISTRIBUICAO PARA O CONSUMO DE DIVERSOS COMBUSTIVEIS EM MOTORES ORIGINAIS A DIESEL BR8202922 1983-12-27 http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19831227&NR=8202921A&DB=EPODOC&locale=en_EP&CC=BR&FT=D MISTURADOR PARA GASOGENIO BR8202921 1983-12-27 http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19831227&NR=8202920A&DB=EPODOC&locale=en_EP&CC=BR&FT=D FILTRO DE GASOGENIO BR8202920 1983-12-27 http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19831227&NR=8202919A&DB=EPODOC&locale=en_EP&CC=BR&FT=D CALDEIRA PARA GASOGENIO BR8202919

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1983-12-27 http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19831227&NR=8202918A&DB=EPODOC&locale=en_EP&CC=BR&FT=D KIT PARA O FUNCIONAMENTO DE MOTORES MERCEDES BENZ DIESEL,COM OUTROS CARBURANTES BR8202918 1983-12-27 http://v3.espacenet.com/publicationDetails/biblio? KC=U&date=19830906&NR=6101800U&DB=EPODOC&locale=en_EP&CC=BR&FT=D TUBO DE ADMISSAO PARA UTILIZACAO EM MOTORES DIESEL DE DOIS TRES QUATRO E SEIS CILINDROS DE OUTROS COMBUSTIVEIS BR6101800 1983-09-06 http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19830913&NR=8108005A&DB=EPODOC&locale=en_EP&CC=BR&FT=D VALVULA MECANICA PARA PARTIDA A FREIO BR8108005 // BR8108004 1983-09-13 http://v3.espacenet.com/publicationDetails/biblio? KC=A&date=19830913&NR=8108003A&DB=EPODOC&locale=en_EP&CC=BR&FT=D FILTRO DUPLO PARA UM OU MAIS COMBUSTIVEIS BR8108003 1983-09-13

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