Active Cooler

STANDARD FOR ENERGY-TECHNICS AND DRIVES
In the coming years new unknown energy production and storage systems will be developed. Only than the basis will be set for the for so long wanted electric vehicles of the 3rd generation to be presented on the market.
But till than is still a long way because the present developed EV’s are not at all that ecological as always stated. They merrily shift emissions only from the vehicle to the power stations.
Here we will only consider the pro and contra of energy producing systems of which the remaining heat could also be used to increase and more than double the all over effectiveness of the system. Only those would be relevant for the use of the ACTIVE COOLER. Thus the ACTIVE COOLER finds its deployment also in stationary heating plants which would in turn reduce their energy consumption by half.
His will spare resources and aids environment and climate.

HYBRID DRIVES
The Hybrid-Drive demands at present an enormous technical effort for hot-driven vehicles and doesn’t bring any significant advantages because the charging of the batteries still need the revolving energy of a combustion engine. The re-gaining of braking-energy does play a rather subordinate roll in relation to the effort invested.
The higher weight for batteries and electro-engine and the herewith lost space-volume do further reduce an assumed advantage.

THE HYBRID WILL FILL THE GAP OF THE NEXT 30 YEARS
The Hybrid drive in connection with the ACTIVE COOLER will carry an important roll in future. Batteries are no longer charged out of the revolving energy of the combustion engine, but directly through the wasted heat of the engine which consist approx. to 70% of the original energy-density of the fuel. This part always was and still is burned off to harm environment.
Of this 70 % we can convert more than 50% back into revolving energy via the production of electricity. To put it in numbers: a regular 100 kW combustion engine combined with an ACTIVE COOLER and an electric engine would generate 200 kW with the same consumption.
In reality the result will be even higher as you can see in the later technical description.

Summery:
In order to receive the intended performance a combustion engine can be constructed considerable smaller and economize fuel and weight.
The increased weight due to an ACTIVE COOLER is compensated at nearly to 100% by a considerable smaller engine and missing further devices. The volume of an ACTIVE COOLER is comparable in size to a compact constructed piston combustion engine of same capacity.

CONSIDERATION AND PLANNING OF AN ACTIVE COOLER APLICATION
The presently most simple technical solution is an application in an existing vehicle. In our test version a VW-Sharan was used. This vehicle exists as “Syncho 4-wheel drive” version and only the rear axle including the differential gear was exchanged. The electro-engine is placed in front of the differential. A cardan-drive and distribution gar can be dropped. The vehicle provides enough space to take up the batteries without making the inside-utility volume smaller.
Also the electronic devices find easy placement. Since the accelerator pedal is not operated via a bar but a potenziometer.

START / STOP AUTOMATIC
Placing of a disc-electro-engine between motor and drive results in an even more professional solution. Thus with 4-wheel-drive vehicles part of the braking energy can be re-gained by switching into generator mode.
As intermediate electricity storage GOLD-CUPS are better suited as lithium batteries. A further advantage of this concept is that while standing the engine is shut of and so economizing fuel.

FURTHER CONCEPTS
There of course other ways and concepts to integrate an ACTIVE COOLER into vehicles. With new constructions new ways are open for an even flow from a hybrid to a pure electro-vehicle. Performance and weight reduction are some main features. Here some examples:
A vehicle with ACTIVE COOLER doesn’t need a starter-engine, or alternator, or starter-battery, or a reverse-gear. If even the water-cooler can also be dropped has to be tested first. If a water-cooler is needed it would definitely be much smaller.

REQUIREMENTS FOR EMPLOYMENT
An ACTIVE – COOLER  can only be put into use with the combustion engine in running temperature. For this time lack enough energy must be provided by the batteries to secure ample power until the ACTIVE COOLER starts. This energy can be provided by our PROVOLT-batteries.

ELECTRONIC DRIVE CONTROL
This assembly-group requires a special importance in Hybrid vehicle with ACTIVE COOLER. In order to increase the total efficiency the electricity production of the ACTIVE COOLER is mainly used for the drive of the wheels. Thus the batteries can be reduced in size compared to a common hybrid-vehicle. This reduces cost and weight and betters the drive dynamic. If the system is balanced properly the batteries should have a permanent loading situation of 90% - 100% and the drive energy should run to about 70% on electricity. This electricity can be provided by the ACTIVE COOLER.

ACTIVE – COOLER -  PHYSICAL BASIS
The system has been adapted to the weather. The sun is converting water into invisible steam. This steam is weighing less than air and rises into the atmosphere and arriving in colder air-layers where it is condensing into smallest particles and clumping to water-drops or others.
Depending on the temperature influence water-drops, snow or hail are produced and since heavier than air are falling back to the ground. Due to the natural temperature differences on earth – day, night, climate-zones, etc. – winds, storms, whirlwinds and tornados develop.
Our weather consists of a quite stable multiple circle process but in a very tight relation between air and water - warm and cold and resulting currencies.

ACTIVE – COOLER - FUNCTIONING
In basic the ACTIV COOLER has four circle-processes which are partly interwoven with each other. The first process is bringing in warm temperatures. This is running separately meaning that the heat transporting medium (in general cooling water) doesn’t come in touch with the ACTIVE COOLER inside atmosphere.
The cooling-water with in general 80° C to 90°C is used to heat up a special refrigerant in order to produce a steam-pressure of approx. 21 bar. With this pressure a “cold gas engine” can be driven which in turn is operating a generator and a pump for a special  heat exchanger.
Since this “cold-gas-engine” has by itself only a degree of effectiveness of approx. 34% do remain approx. 66% of the energy in the exhaust of this engine. This energy is now used to  liquefy the refrigerant again via an artificial TORNADO.
In order to conclude this third circle process successfully it is necessary to withdraw remaining heat out of the refrigerant. This is only possible via a second gas – we call it “dry-gas”. Dry-Gas because it never becomes liquid by running through all the processes.
On earth the relation of Water / Dry-Gas (air) has a relation of 1 to 43. Choosing special chemical gases a relation of 1 to 25 is reached in the ACTIVE COOLER. It is however still a big task even for this low relation of 1:25 to fulfil processes like heating-up, mixing, working operation, de-mixing and again liquefying the refrigerant in such short circle-processes. Attention has to be put on also that the refrigerant cannot come into a chemical reaction with the dry-gas.

THE COLD-GAS-ENGINE
The cold-gas-engine has a carrying importance. Common pressure-air-engines are not suitable for the ACTIVE-COOLER because they are incapable to take up a further gas during their working process.

MOST IMPORTANT FACTS
Most important is the compensation of the heat-withdrawal during the gas de-tension. This is resolved by adding high temperatures of approx. 160°C. The dry-gas shows this temperature after its gas-segregation.
The cold-gas-engine has to take up further dry-gas in order to reach within the given time-frame a relation of 1:25. In the later artificial tornado further 50% of dry-gas are needed to reach the right relation of 1:25.

STATE OF TECHNIC
Graff has developed and experiences already various cold-gas-engines. Today exists a calibrate-engine with a capacity of exact 1 kW. This engine has been measured in all points such as: consumption of both gases, gas pressure, temperatures, revolutions, mixture ratio, rest energy, speed of gas and exhaust temperature. A new type of cold-gas-motor is under development with more advantages as to size, effectiveness, weight and reliance.