In his post of 22 February 2005 (attached below) Jones outlined a farsighted procedure for harnessing the Beta-atmosphere/ZPE using "extremely energetic mechanical failure, which can be due to brittle failure, or to phase- shift (allotrope) failure."
Jones points out the large energy available by using Ice 9. Recently studying Professor Chaplin's phase diagrams on http://www.lsbu.ac.uk/water/phase.html I have realised that there is a relatively simple way to harness the huge strain energy inherent in liquid water which is partially released when water turns to normal hexagonal ice, Ice Ih. With reference to the lower of the two phase diagram at the above URL, consider the box bounded by 0 and 200 MPa (30,000 psi) and -20 and 0 degrees C. Interestingly enough, 30,000 psi, the maximum pressure at which water remains a liquid, is also "at the high-end injection pressure for a HEUI diesel (30,000 psi)" http://www.dieselpage.com/art1110ds.htm (see Beene's post below) so the necessary equipment is available for injection of supercooled water into a cylinder. If the pressure on the supercooled high pressure water is released fast enough one could expect the equivalent of brittle failure since the Beta-atmosphere pressure responsible for the tensile strain energy component of ice Ih will not have time to organise the water fragments. If you think about it, the essential difference between isothermal volume change and adiabatic volume change is the value of dv/dt. If a volume is expanded very rapidly then there is no time for heat to enter or leave the space, no time for equilibrium to be reached with the external environment. At the other extreme, if a volume is expanded very slowly then, irrespective of any insulation, temperature equilibrium will be reached with the external environment. There is a rather amusing passage I came across whilst researching the Carnot cycle that illustrates the importance of the rate of heat transfer to cylinders. ================================================= The conceptual value of the Carnot cycle is that it establishes the maximum possible efficiency for an engine cycle operating between TH and TC. It is not a practical engine cycle because the heat transfer into the engine in the isothermal process is too slow to be of practical value. As Schroeder puts it "So don't bother installing a Carnot engine in your car; while it would increase your gas mileage, you would be passed on the highway by pedestrians." 8-) ================================================= Now, evidently, there is a wide range of regimes that one might adopt for the amount of pressure drop to be used in exploding the supercooled high pressure water and the amount to be used for driving pistons or turbine. The optimum conditions can only be established by experimentation, or less likely in the short term, by an adequate theoretical analysis. The trouble is, existing theory is nowhere near being able to achieve the later aim because the existing concepts of temperature, energy, spectrum of hierarchical aether pressure, just ain't up to it (IMNSHO). ;-) This is why, for instance, the three equations of state for water vapour remained undiscovered for so long. The concept of temperature was so wedded to the Kelvin straightjacket that the recognition one was really dealing with inverse environmental pressures simply didn't arise. As for the idea that there was nothing absolute about "absolute zero temperature", anyone suggesting such a thing would doubtless be branded anathema. That various terms that have been used to express the energy available in the aether Beta-atmosphere- Casimir - Zero-Point_ Energy, is really a case of Big Enders and Little Enders, to use a Lilliputian analogy. I have approached aether pressure from the big end specifically tests on concrete - and you can't get much bigger eggs than 12 inch cylinders, whereas ZPE approaches the egg from the little end. The advantage of the big end is you can get the spoon in and see what you are doing. It may also involve one dimensional scalar waves rather than two dimensional transverse waves. I imagine the waste product of a water engine would be ice crystals though whether this would lead to attenuation of global warming or not is difficult to say. 8-) I believe that if anyone takes up this experimental challenge seriously then progress will be much faster than mining the aether on a finer scale, such as cold fusion. The only trouble is, once someone demonstrates a working model, oil shares are likely to take such a hammering that a horrendous stock market instability might result. Frank Grimer =========================================================== Re: ZPE-Pumped Cryogenic Mass Increase & Explosive Antimony From: Jones Beene (view other messages by this author) Date: Tue, 22 Feb 2005 11:18:03 ----------------------------------------------------------- Fred, Once again we see evidence of extremely energetic mechanical failure, which can be due to brittle failure, or to phase-shift (allotrope) failure. This is totally off-the-books of normal energy accounting because the energy derives from ZPE. "By itself, when subjected to a sharp blow, an electric spark, or when heated to 110 - 120 deg C with a evolution of 19,600 calories per gram". That's about 6 times the energy of burning H2 plus O2 to a gram of water. :-)" Note that both Antimony an Bismuth expand on solidifying." Yes. The similarity of exploding Sb with exploding ice is striking. Using ice-9 instead of normal ice should far exceed this figure, IF it can be kept in a micro-particulate form and injected with perfect timing into a cylinder at the instant of ignition of a lean gasoline (or other fossil fuel or **especially** an H2 explosion). If even 5% by volume of ice-9 can be encapsulated in LN (while bypassing the ice-2 formation stage); which then is injected into a diesel at the high-end injection pressure for a HEUI diesel (30,000 psi) http://www.dieselpage.com/art1110ds.htm ...one can theoretically raise the Carnot efficiency of the fuel (excluding the cryo-component) to about 300% effective Carnot, or fully 15 times above normal. In effect, this should give one about 400 mpg equivalent mileage for a 200 HP engine. But with that kind of efficiency - forget the gasoline and go with on-board H2 !! and be totally eco-friendly. Forget fuel cells. Forget hydrinos. Forget LENR. Lets develop the hydrogen-fueled cryo-diesel... With this kind of efficiency you can actually make your required H2 fuel additive on-board, on-the-fly. Consequently on fill-up (at home), one would take on only LN or CA (cryo-air) and water only. Both the ice-9 and the H2 initiator would be manufactured on-the-fly in the automobile. About 30% of you net horsepower would go to making the necessary H2 via electrolysys, but the real power of the engine would derive from the exploding ice-9 and the capture of the 800:1 expansion ratio of the cryo-component. IOW with 200 HP available, you would devote 65 HP to on board electrolysis and 135 HP to powering the vehicle. Air conditioning is a bonus. You can go full-blast AC with the top-down, if you so desire, or even drive the Hummer to the Sierra Club meeting with full impunity. Your only emission is cold air and water vapor. Now...did I get that right, Irving and Paul ? ... or is it still too soon for this announcement, and will you have to alert an agent, in order to send in the trickster once again? Not to worry, hardly anyone with the necessary resources listens to vortex anyway.... all sound and fury, signifying nothing.... Jones ===========================================================
