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Magnetic air car – Special cable Manufacturer – Aerial Insulated Cable

Friday, January 27th, 2012

Article by jekky

Inspiration The idea of the magnetic air car stems from the air car concept developed by J.M Custer of Piggott, Arkansas in 1932. The air car ran on compressed air. He used the engine that was developed by Roy J. Meyers. The air engine replaced the gasoline engine in standard cars. Four air tanks filled with compressed air powered the car 500 miles at a speed of 35 miles an hour. The engine did not require a cooling system, ignition system, carburetor, nor the hundreds of moving parts included in a standard gasoline motor. The compressed air took care of all of those features and left a vehicle that cost nearly nothing to maintain or use. The Innovation The magnetic air technology is a combination of magnet motor and compressed air motor. A battery starts a special magnetic motor to initialize the powerful air compressor, heating up the air tank in order to boost the air pressure. The air flow is then turbocharged and multiplied to where the resulting horse-pressure smoothly powers the car Pros The car is environmental friendly. The source of the power is air. The battery costs less than $ 70 and maintenance free. It is acid free, recyclable, and long lasting. Air flow will not be a problem since the patent pending cold air bearing turbocharger creates sufficient air pressure. No fossil fuels are needed as power source. Only air is used as major power source. A patented water filtration system emits cleaner air. The disengagement of burning fossil fuels produces ero pollution and promotes environmental protection. Cons The real cost of the car is undetermined. It is not tested by any credible authorities or organizations for its safety. No experimental results are provided. The magnets, repelling each other, can be a source of movement, and, if properly propelled by an air jet, could have evastating effects in terms of power. No exact specifications of their technology have been made yet. This technology needs some control so it won’t go awry if its more air energy applied to it. Some folks claim the fuel is air here. Well it actually is not. Compressed air is like a powered engine used to move the car mechanically but clearly not the fuel. Compressed air is not a naturally available resource. The actual fuel is the one used to compress the air into a cylinder which makes it powered to provide a ‘Force’. Other Comparative Green Technologies & Alternative Fuels The main purpose of alternative fuels and green technology is to reduce oil dependence and environmental impacts. Hybrid system includes one gasoline engine and one electric motor. In general, most hybrid vehicles charge the batteries while braking. Diesel or other alternative fuels engine can also use hybrid technology. A hybrid drive is fully scalable, which means the drive can be used to power everything from small commuter cars to large buses and even locomotives. Hybrids get more MPG or miles per gallon than most non-hybrids, and usually have very low tailpipe emissions. Electric cars use motors that run on electric batteries which produce zero emissions. Electric cars can be charged at any location with plug-in outlets. Electric cars are extremely efficient and run for pennies per mile, much cheaper than any other alternative fuel. Ethanol, also called ethyl alcohol, is a fuel type that uses in more than 30 alternative fuel vehicle models. Most ethanol vehicles today are powered by either corn or sugar cane. It is a clear, colorless liquid with a specific odor. The raw material is sugar. The chemical reaction changes sugars into ethanol and carbon dioxide. The ethanol is used to provide power. The only emission is carbon dioxide. Hydrogen may be the cleanest fuels in car industry. The hydrogen cars use combustion engine to burn hydrogen which emits only heat and water. Hydrogen vehicles are being developed by many car manufactures. The main drawback of hydrogen technology is the high cost of production and refilling. Natural gas is the cleanest-burning fossil fuel. Usually, natural gas is stored as liquefied or compressed state. There are two types of natural gas engine used for automobiles, spark ignited natural gas engine and compression ignition natural gas engine. The spark ignited engine uses a spark plug to ignite fuel which is similar to a car engine. The engine features a compression ratio of 9.4:1 and has the ability to expand from 49 horsepower to 2600 horsepower. The compression ignition engine is usually used in heavy-duty trucks. The difference between spark ignited engine and compression ignition engine is that the compression ignition engine uses a small charge of diesel fuel to ignite cylinder charge. Benefited from its high compression ratio (15:1) and extremely long operating life, the engine is often used for heavy-duty applications. The cost is very low initially and builds up during later maintenance. Compared to conventional car engine, the natural gas engine is more eco-friendly. However, there are considerations of the air emission quality, convenience of maintenance service, and noise control. Biodiesel is a renewable fuel source made by vegetable oil or other compatible sources. It is cleaner than standard petroleum diesel. Biodiesel is easier to be produced locally, thus has great potential to reduce oil dependence. Air powered cars, also recognized as air car, use technology that is similar to the magnetic air car. The power source is compressed air, which makes the car a zero-emission-fuel-less car. The air car engine combines the mono energy engines (compressed air only) and the dual-energy engines (compressed air + energetic adjuvant). The whole system has four operating modes: mono energy compressed air, simple dual energy, autonomous dual energy, and dual energy with recompression of the tank. By using compressed air stored in tanks at high pressure, the air car can run in an eco-friendly mode. References ^ Jon Sopel (25 September 2002). “France to unveil air-powered car”. British Broadcasting Corporation. http://news.bbc.co.uk/1/hi/world/europe/2281011.stm. Retrieved 18 March 2009. ^ “Air car of 1932 reborn with high tech engineering”. Almanden Times. September 11, 2008. http://www.almadentimes.com/091108/vehicle.htm. Retrieved 19 March 2009. ^ “Company Flyer”. ^ “Magnetic Air Car Fuel Less Car available by 2010″. October 1, 2008. http://www.chitramala.com/news/magnetic-air-car-108637.html. Retrieved 25 June 2009. ^ “Hybrids”. ^ “Electric Cars”. ^ “Natural Gas Engine”. ^ “MDI Air Car Engine”. External links Wikimedia Commons has media related to: phylloscopus Magnetic Air Car Official website of Magnetic Air Car Inc. Technology Review on the air car News on magnetic air car Prius Official website of Toyota Magnetic Air Car Ethanol chemical of the week MDI compressed air car Natural Gas Engine air compressors Categories: Alternative propulsion | Automotive technologies | Concept automobiles | Green vehiclesHidden categories: Articles needing cleanup from July 2009 | All pages needing cleanup | Articles with a promotional tone | All articles with a promotional tone

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Thd Analyzer – Car Wash Tool Manufacturer – Car Wash Wax

Saturday, October 22nd, 2011

Fundamental Suppression Analyzer
Block Diagram of a THD Analyzer
This is a specific type of THD analyzer, in which basically the fundamental frequency of the input wave is suppressed so as to remove it from the spectra of the meters used for distortion measurement, and the total gain of all the harmonics is calculated, thus obtaining the total distortion caused by the harmonics.
Construction
The frequency response of a Fundamental Suppression Analyzer
A block diagram of a Fundamental Suppression Analyzer is shown in Fig.1. This basic construction consists of three main sections: Input section with impedance matcher, a rejection amplifier section and an output metering circuit. Notice the feedback from the bridge amplifier to the pre-amp section, that enables the rejection circuit to work more accurately.
Working
The applied input wave is impedance matched with the rejection circuit with the help of an attenuator and an impedance matcher. This signal is then applied to a pre-amplifier which raises the signal level to a desired value. The following section consists of a Wien bridge. The bridge is tuned to the fundamental frequency by frequency control and it is balanced for zero output by adjusting the bridge controls, thus giving a notch in the frequency response of the rejection section. After the Wien Bridge, a bridge amplifier follows that simply amplifies low harmonic voltage levels to measurable higher levels. A feedback loop is formed from Bridge Amp o/p to the Pre-Amp i/p thus eliminating even the slightest effect of fundamental frequency. This filtered output is then applied to a meter amplifier which can be an instrumentation amplifier. This amp raises the voltage levels to the compatibility of the meter scale/digital meter which follows. Thus the total voltage obtained at the meter output shows the amount of distortion present in the wave due to harmonics of fundamental.
References
Modern Electronic Instrumentation & Measurement Techniques by Albert D. Helfrick,William D. Cooper
Electronic Communications by Dennis Roddy, John Coolen
See also
Distortion
Audio quality measurement
ITU-R 468 noise weighting
Loudspeaker measurement
Alignment level
Categories: Audio engineering | Electronic test equipment

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Tropical Cyclone – Car Wash Systems Manufacturer – Car Wash Wax Manufacturer

Saturday, April 9th, 2011

Physical structure
See also: Eye (cyclone)
Structure of a tropical cyclone
All tropical cyclones are areas of low atmospheric pressure near the Earth’s surface. The pressures recorded at the centers of tropical cyclones are among the lowest that occur on Earth’s surface at sea level. Tropical cyclones are characterized and driven by the release of large amounts of latent heat of condensation, which occurs when moist air is carried upwards and its water vapor condenses. This heat is distributed vertically around the center of the storm. Thus, at any given altitude (except close to the surface, where water temperature dictates air temperature) the environment inside the cyclone is warmer than its outer surroundings.
Eye and center
A strong tropical cyclone will harbor an area of sinking air at the center of circulation. If this area is strong enough, it can develop into a large “eye”. Weather in the eye is normally calm and free of clouds, although the sea may be extremely violent. The eye is normally circular in shape, and may range in size from 3 kilometres (1.9 mi) to 370 kilometres (230 mi) in diameter. Intense, mature tropical cyclones can sometimes exhibit an outward curving of the eyewall’s top, making it resemble a football stadium; this phenomenon is thus sometimes referred to as the stadium effect.
There are other features that either surround the eye, or cover it. The central dense overcast is the concentrated area of strong thunderstorm activity near the center of a tropical cyclone; in weaker tropical cyclones, the CDO may cover the center completely. The eyewall is a circle of strong thunderstorms that surrounds the eye; here is where the greatest wind speeds are found, where clouds reach the highest, and precipitation is the heaviest. The heaviest wind damage occurs where a tropical cyclone’s eyewall passes over land. Eyewall replacement cycles occur naturally in intense tropical cyclones. When cyclones reach peak intensity they usually have an eyewall and radius of maximum winds that contract to a very small size, around 10 kilometres (6.2 mi) to 25 kilometres (16 mi). Outer rainbands can organize into an outer ring of thunderstorms that slowly moves inward and robs the inner eyewall of its needed moisture and angular momentum. When the inner eyewall weakens, the tropical cyclone weakens (in other words, the maximum sustained winds weaken and the central pressure rises.) The outer eyewall replaces the inner one completely at the end of the cycle. The storm can be of the same intensity as it was previously or even stronger after the eyewall replacement cycle finishes. The storm may strengthen again as it builds a new outer ring for the next eyewall replacement.
Size descriptions of tropical cyclones
ROCI
Type
Less than 2 degrees latitude
Very small/midget
2 to 3 degrees of latitude
Small
3 to 6 degrees of latitude
Medium/Average
6 to 8 degrees of latitude
Large anti-dwarf
Over 8 degrees of latitude
Very large
Size
One measure of the size of a tropical cyclone is determined by measuring the distance from its center of circulation to its outermost closed isobar, also known as its ROCI. If the radius is less than two degrees of latitude or 222 kilometres (138 mi), then the cyclone is “very small” or a “midget”. A radius between 3 and 6 latitude degrees or 333 kilometres (207 mi) to 670 kilometres (420 mi) are considered “average-sized”. “Very large” tropical cyclones have a radius of greater than 8 degrees or 888 kilometres (552 mi). Use of this measure has objectively determined that tropical cyclones in the northwest Pacific Ocean are the largest on earth on average, with Atlantic tropical cyclones roughly half their size. Other methods of determining a tropical cyclone’s size include measuring the radius of gale force winds and measuring the radius at which its relative vorticity field decreases to 1105 s1 from its center.
Mechanics
Tropical cyclones form when the energy released by the condensation of moisture in rising air causes a positive feedback loop over warm ocean waters.
A tropical cyclone’s primary energy source is the release of the heat of condensation from water vapor condensing at high altitudes, with solar heating being the initial source for evaporation. Therefore, a tropical cyclone can be visualized as a giant vertical heat engine supported by mechanics driven by physical forces such as the rotation and gravity of the Earth. In another way, tropical cyclones could be viewed as a special type of mesoscale convective complex, which continues to develop over a vast source of relative warmth and moisture. While an initial warm core system, such as an organized thunderstorm complex, is necessary for the formation of a tropical cyclone, a large flux of energy is needed to lower atmospheric pressure more than a few millibars (0.10 inch of mercury). The inflow of warmth and moisture from the underlying ocean surface is critical for tropical cyclone strengthening. A significant amount of the inflow in the cyclone is in the lowest 1 kilometre (3,300 ft) of the atmosphere.
Condensation leads to higher wind speeds, as a tiny fraction of the released energy is converted into mechanical energy; the faster winds and lower pressure associated with them in turn cause increased surface evaporation and thus even more condensation. Much of the released energy drives updrafts that increase the height of the storm clouds, speeding up condensation. This positive feedback loop continues for as long as conditions are favorable for tropical cyclone development. Factors such as a continued lack of equilibrium in air mass distribution would also give supporting energy to the cyclone. The rotation of the Earth causes the system to spin, an effect known as the Coriolis effect, giving it a cyclonic characteristic and affecting the trajectory of the storm.
What primarily distinguishes tropical cyclones from other meteorological phenomena is deep convection as a driving force. Because convection is strongest in a tropical climate, it defines the initial domain of the tropical cyclone. By contrast, mid-latitude cyclones draw their energy mostly from pre-existing horizontal temperature gradients in the atmosphere. To continue to drive its heat engine, a tropical cyclone must remain over warm water, which provides the needed atmospheric moisture to keep the positive feedback loop running. When a tropical cyclone passes over land, it is cut off from its heat source and its strength diminishes rapidly.
Chart displaying the drop in surface temperature in the Gulf of Mexico as Hurricanes Katrina and Rita passed over
The passage of a tropical cyclone over the ocean can cause the upper layers of the ocean to cool substantially, which can influence subsequent cyclone development. Cooling is primarily caused by upwelling of cold water from deeper in the ocean because of the wind. The cooler water causes the storm to weaken. This is a negative feedback process that causes the storms to weaken over sea because of their own effects. Additional cooling may come in the form of cold water from falling raindrops (this is because the atmosphere is cooler at higher altitudes). Cloud cover may also play a role in cooling the ocean, by shielding the ocean surface from direct sunlight before and slightly after the storm passage. All these effects can combine to produce a dramatic drop in sea surface temperature over a large area in just a few days.
Scientists at the US National Center for Atmospheric Research estimate that a tropical cyclone releases heat energy at the rate of 50 to 200 exajoules (1018 J) per day, equivalent to about 1 PW (1015 watt). This rate of energy release is equivalent to 70 times the world energy consumption of humans and 200 times the worldwide electrical generating capacity, or to exploding a 10-megaton nuclear bomb every 20 minutes.
While the most obvious motion of clouds is toward the center, tropical cyclones also develop an upper-level (high-altitude) outward flow of clouds. These originate from air that has released its moisture and is expelled at high altitude through the “chimney” of the storm engine. This outflow produces high, thin cirrus clouds that spiral away from the center. The clouds are thin enough for the sun to be visible through them. These high cirrus clouds may be the first signs of an approaching tropical cyclone.
Major basins and related warning centers
Main articles: Tropical cyclone basins, Regional Specialized Meteorological Center, and Tropical Cyclone Warning Center
Basins and WMO Monitoring Institutions
Basin
Responsible RSMCs and TCWCs
North Atlantic
National Hurricane Center (United States)
North-East Pacific
National Hurricane Center (United States)
North-Central Pacific
Central Pacific Hurricane Center (United States)
North-West Pacific
Japan Meteorological Agency
North Indian Ocean
India Meteorological Department
South-West Indian Ocean
Mto-France
Australian region
Bureau of Meteorology (Australia)
Meteorological and Geophysical Agency (Indonesia)
Papua New Guinea National Weather Service
Southern Pacific
Fiji Meteorological Service
Meteorological Service of New Zealand
: Indicates a Tropical Cyclone Warning Center
There are six Regional Specialized Meteorological Centers (RSMCs) worldwide. These organizations are designated by the World Meteorological Organization and are responsible for tracking and issuing bulletins, warnings, and advisories about tropical cyclones in their designated areas of responsibility. Additionally, there are six Tropical Cyclone Warning Centers (TCWCs) that provide information to smaller regions. The RSMCs and TCWCs are not the only organizations that provide information about tropical cyclones to the public. The Joint Typhoon Warning Center (JTWC) issues advisories in all basins except the Northern Atlantic for the purposes of the United States Government. The Philippine Atmospheric, Geophysical and Astronomical Services Administration (PAGASA) issues advisories and names for tropical cyclones that approach the Philippines in the Northwestern Pacific to protect the life and property of its citizens. The Canadian Hurricane Center (CHC) issues advisories on hurricanes and their remnants for Canadian citizens when they affect Canada.
On 26 March 2004, Cyclone Catarina became the first recorded South Atlantic cyclone and subsequently struck southern Brazil with winds equivalent to Category 2 on the Saffir-Simpson Hurricane Scale. As the cyclone formed outside the authority of another warning center, Brazilian meteorologists initially treated the system as an extratropical cyclone, although subsequently classified it as tropical.
Formation
Main article: Tropical cyclogenesis
Map of the cumulative tracks of all tropical cyclones during the 19852005 time period. The Pacific Ocean west of the International Date Line sees more tropical cyclones than any other basin, while there is almost no activity in the Atlantic Ocean south of the Equator.
 
Map of all tropical cyclone tracks from 1945 to 2006. Equal-area projection.
Worldwide, tropical cyclone activity peaks in late summer, when the difference between temperatures aloft and sea surface temperatures is the greatest. However, each particular basin has its own seasonal patterns. On a worldwide scale, May is the least active month, while September is the most active whilst November is the only month with all the tropical cyclone basins active.
Times
In the Northern Atlantic Ocean, a distinct hurricane season occurs from June 1 to November 30, sharply peaking from late August through September. The statistical peak of the Atlantic hurricane season is 10 September. The Northeast Pacific Ocean has a broader period of activity, but in a similar time frame to the Atlantic. The Northwest Pacific sees tropical cyclones year-round, with a minimum in February and March and a peak in early September. In the North Indian basin, storms are most common from April to December, with peaks in May and November. In the Southern Hemisphere, the tropical cyclone year begins on July 1 and runs all year round and encompasses the tropical cyclone seasons which run from November 1 until the end of April with peaks in mid-February to early March.
Season lengths and seasonal averages
Basin
Season start
Season end
Tropical Storms
(>34 knots)
Tropical Cyclones
(>63 knots)
Category 3+ TCs
(>95 knots)
Northwest Pacific
April
January
26.7
16.9
8.5
South Indian
November
April
20.6
10.3
4.3
Northeast Pacific
May
November
16.3
9.0
4.1
North Atlantic
June
November
10.6
5.9
2.0
Australia Southwest Pacific
November
April
9
4.8
1.9
North Indian
April
December
5.4
2.2
0.4
Factors
Waves in the trade winds in the Atlantic Oceanreas of converging winds that move along the same track as the prevailing windreate instabilities in the atmosphere that may lead to the formation of hurricanes.
The formation of tropical cyclones is the topic of extensive ongoing research and is still not fully understood. While six factors appear to be generally necessary, tropical cyclones may occasionally form without meeting all of the following conditions. In most situations, water temperatures of at least 26.5 C (79.7 F) are needed down to a depth of at least 50 m (160 ft); waters of this temperature cause the overlying atmosphere to be unstable enough to sustain convection and thunderstorms. Another factor is rapid cooling with height, which allows the release of the heat of condensation that powers a tropical cyclone. High humidity is needed, especially in the lower-to-mid troposphere; when there is a great deal of moisture in the atmosphere, conditions are more favorable for disturbances to develop. Low amounts of wind shear are needed, as high shear is disruptive to the storm’s circulation. Tropical cyclones generally need to form more than 555 km (345 mi) or 5 degrees of latitude away from the equator, allowing the Coriolis effect to deflect winds blowing towards the low pressure center and creating a circulation. Lastly, a formative tropical cyclone needs a pre-existing system of disturbed weather, although without a circulation no cyclonic development will take place. Low-latitude and low-level westerly wind bursts associated with the Madden-Julian oscillation can create favorable conditions for tropical cyclogenesis by initiating tropical disturbances.
Locations
Most tropical cyclones form in a worldwide band of thunderstorm activity called by several names: the Intertropical Front (ITF), the Intertropical Convergence Zone (ITCZ), or the monsoon trough. Another important source of atmospheric instability is found in tropical waves, which cause about 85% of intense tropical cyclones in the Atlantic ocean, and become most of the tropical cyclones in the Eastern Pacific basin.
Tropical cyclones move westward when equatorward of the subtropical ridge, intensifying as they move. Most of these systems form between 10 and 30 degrees away of the equator, and 87% form no farther away than 20 degrees of latitude, north or south. Because the Coriolis effect initiates and maintains tropical cyclone rotation, tropical cyclones rarely form or move within about 5 degrees of the equator, where the Coriolis effect is weakest. However, it is possible for tropical cyclones to form within this boundary as Tropical Storm Vamei did in 2001 and Cyclone Agni in 2004.
Movement and track
Steering winds
See also: Prevailing winds
Although tropical cyclones are large systems generating enormous energy, their movements over the Earth’s surface are controlled by large-scale windshe streams in the Earth’s atmosphere. The path of motion is referred to as a tropical cyclone’s track and has been compared by Dr. Neil Frank, former director of the National Hurricane Center, to “leaves carried along by a stream”.
Tropical systems, while generally located equatorward of the 20th parallel, are steered primarily westward by the east-to-west winds on the equatorward side of the subtropical ridge persistent high pressure area over the world’s oceans. In the tropical North Atlantic and Northeast Pacific oceans, trade windsnother name for the westward-moving wind currentsteer tropical waves westward from the African coast and towards the Caribbean Sea, North America, and ultimately into the central Pacific ocean before the waves dampen out. These waves are the precursors to many tropical cyclones within this region. In the Indian Ocean and Western Pacific (both north and south of the equator), tropical cyclogenesis is strongly influenced by the seasonal movement of the Intertropical Convergence Zone and the monsoon trough, rather than by easterly waves. Tropical cyclones can also be steered by other systems, such as other low pressure systems, high pressure systems, warm fronts, and cold fronts.
Coriolis effect
Infrared image of a powerful southern hemisphere cyclone, Monica, near peak intensity, showing clockwise rotation due to the Coriolis effect
The Earth’s rotation imparts an acceleration known as the Coriolis effect, Coriolis acceleration, or colloquially, Coriolis force. This acceleration causes cyclonic systems to turn towards the poles in the absence of strong steering currents. The poleward portion of a tropical cyclone contains easterly winds, and the Coriolis effect pulls them slightly more poleward. The westerly winds on the equatorward portion of the cyclone pull slightly towards the equator, but, because the Coriolis effect weakens toward the equator, the net drag on the cyclone is poleward. Thus, tropical cyclones in the Northern Hemisphere usually turn north (before being blown east), and tropical cyclones in the Southern Hemisphere usually turn south (before being blown east) when no other effects counteract the Coriolis effect.
The Coriolis effect also initiates cyclonic rotation, but it is not the driving force that brings this rotation to high speeds  that force is the heat of condensation.
Interaction with the mid-latitude westerlies
See also: Westerlies
Storm track of Typhoon Ioke, showing recurvature off the Japanese coast in 2006
When a tropical cyclone crosses the subtropical ridge axis, its general track around the high-pressure area is deflected significantly by winds moving towards the general low-pressure area to its north. When the cyclone track becomes strongly poleward with an easterly component, the cyclone has begun recurvature. A typhoon moving through the Pacific Ocean towards Asia, for example, will recurve offshore of Japan to the north, and then to the northeast, if the typhoon encounters southwesterly winds (blowing northeastward) around a low-pressure system passing over China or Siberia. Many tropical cyclones are eventually

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