INTRODUCTION: Some of the History on Thermodynamics Cycles

And you thought, and they thought that everything is final and already known? Especially in such a science as thermal transport, thermal convection in the heat exchangers?

A few years ago, even the ASME agreed to start providing and do the conferences combined for the heat and mass transfer and chemical engineering with the AIChE (American Institute of Chemical Engineers). And other combined conferences and symposia.

All of that notwithstanding the more and more arising facts on insufficiency of conventional thermal physics.

That is despite the mysteries around the Hutchison effect (effects)? Nobody knows about? Well, those rather sectarian outdated conventional "explanations" regarding the Hutchison effect are not worth a dime. Then, for near 30 years the efforts of only "amateurs" in physics who have been helplessly hitting against the wall. The phenomenon is not for crack by conventional contemporary physics that is why it's a silent topic since then.

Have you gotten a word about the Grebennikov's Cavity Structures Effect (CSE)? Not heard of? Well, that is probably because the media does not talk about it. It's not in a favor of "orthodox" science. Nevertheless, it has a straight and strong connection to the scaled physics, not to the conservative one.

Further on, the issue of validity of Boltzmann equation has not been debated also, but actually it has been proven that the Boltzmann equation is the wrong one - "Boltzmann Equation is Invalid in the Derivation. More than 100 Years of Misled Research? "

Why is it not allowed at the universities talking about this situation to students?

Or about Vlasov equation advantages comparing to the Boltzmann equation?

Then, what about the pretty old one, commercially established and MATURE technology as the conventional one-scale thermodynamics and the heat exchangers "theory"?

There are numerous textbooks and reference books on the heat exchangers technologies, where everything is thought to be figured out.

And now, even for the lay public, there are media sources, market profile literature available on the Maisotsenko thermodynamic cycle (M-Cycle). This cycle gives a tremendous gain in efficiency, energy saving, energy recovery for the all used open system thermal technologies.

Professionals in mass number long ago started to blame the M-Cycle over the "allegedly" break of the second law of thermodynamics! After a long tussle it appeared that it works even much better than the known textbooks presented thermodynamic cycles. Who are those "professionals"? Well, some were from the former USSR, then many were affiliated with variety institutions here in the US while some were from the DOE's National Merit Review Panel.

The M-Cycle came as the disruptive technology in thermodynamics, heat transfer applications -

see also this piece -

King, S., Verlinden, M., Yang, W., and Christensen, C.M., "How to See and Ride the Waves of Disruptive Innovation," http://www.eetimes.com/disruption/essays/christensen.jhtml.

See more on stop-science movements in -

Many years ago professor V. Maisotsenko's vision allowed him to recognize the unseen and unknown at that time possibilities of the rearrangement of heat and mass flow rates in the heat exchangers. It is applicable even to those heat exchangers that are used in your home air conditioners or installed in your car.

We are also saying (in HSP-VAT) on the hidden scaled features of the heat and mass exchangers (HME) and naming this as the scaled (two- or even three-scale) heat and mass volumetric transport - "Heat Exchangers".

Now, these advantages of the "hidden" scaled heat transfer started to appear in the everyday life products, such as the air conditioners designed and manufactured by Coolerado ( Coolerado ) based on the M-Cycle HME technology.

There is an interesting recent report by the UC Davis Western Cooling Efficiency Center on the test results confirming that any compression refrigerant system through the Maisotsenko Cycle can reduce 80 % consumption energy -

Just think about it - 80% (and more) of energy saving!

Unbelievable savings for the states like California, Arizona, Nevada, New Mexico, Texas, etc., where most of the energy is used for electronics, large power consumption industries and temperature management!

We provide here the excellent brief by Dr. P.E. Jenkins professor of the University of Colorado that in a concise form summarizes the reasons to believe and apply the new paradigm in the thermal volumetric transfer.

"When I saw your system for the first time,
I thought you tried to break the second law
of thermodynamics. I am amazed. Your
invention should be widely used in various
energetic and power systems to increase
their efficiency." -- Dr. Myron Tribus,
prominent expert in thermodynamics
and science adviser to Presidents Lyndon
Johnson and Ronald Reagan.

What would people think about a six-cylinder automobile that gets 60 miles per gallon, without poisoning the environment and is priced a few thousand dollars less than expected? Dr. Valeriy Maisotsenko thinks that if he can invent an air conditioner that uses one-eighth to one-twelfth the electricity that conventional units use, he can create a more energy-efficient automotive engine that can get 60 miles or more per gallon.

Professor Maisotsenko, a doctor of thermodynamics from the Ukraine, is the brains behind the he Maisotsenko Cycle (M-Cycle). He has graduated from the Odessa Refrigerating University (Ukraine) and since 1992 has been living in Denver, Colorado.

His M-Cycle significantly reduces energy consumption for the production of power, cooling capacity, and fresh distilled water. It does this through the utilization of surrounding heat and moisture from atmospheric air and/or exhaust gas.

The M-Cycle and variations of its application are protected by more than two hundred patents all over the world. It has been confirmed as not only possible theoretically but also as a practical technical development. The M-Cycle is already present on the market, specifically as the basis for the "Coolerado" air conditioner.

These air conditioners, in residential, commercial and industrial installations, are currently functioning successfully in Japan, Canada, the United States, India, Mexico, Singapore, Italy, and Holland. The "Coolerado" air conditioner has received many awards for energy efficiency, ecological cleanliness and elegance of technological design. With such credentials, the doubts of "experts" about feasibility of the M-cycle have been completely discharged. Maisotsenko, while proud of the "Coolerado", feels it is just the first in a long line of consumer products that can reap benefits from his M-Cycle. For years, he has been imagining what his invention can do for the ultimate consumer product -- the automobile. The next step is to apply the M-Cycle to increase the efficiency and cleanliness of the automobile.

Approximately two thirds of car engine's fuel consumption is wasted as heat. It is the reason why standard off-the-shelf Otto or Diesel-cycle engines operate with thermal efficiency of only 30-32%. Ever since the creation of the internal combustion engine, its thermal efficiency has not changed much. Certainly, many improvements have been accomplished, but after many decades, the efficiency of the engine has improved by only 3 to 5 %.

The M-Cycle can increase the thermal efficiency of automobile engines at a nominal 65%-75%, thereby cutting fuel consumption by 45 to 55 %, while emitting 9 to 12 times fewer noxious gases into the atmosphere.

Internal combustion engine or Diesel engine in which the power generation efficiency is improved through the M-Cycle by increasing a flow rate of combustion gas by sufficiently increasing the water vapor content of the air to be supplied for combustion, and increasing a heat quantity recovered from exhaust gas of the engine.

Why bet on unproven and uncertain technologies, requiring considerable investment and restructuring of the auto industry, when there are real possibilities to modernize existing cars more quickly and with less capital?

The "Coolerado Air Conditioner" operates through the M-Cycle at temperatures of 50 degrees to 130 degrees F (10-55 degrees C). By comparison, the manufacturing of the heat exchange device for internal combustion engines would involve utilizing heat from exhaust gases of car engines with temperatures of 1000 to 1800 F (540 to 980 C). This requires a high-temperature application of the M-Cycle. The device has been dubbed the "M-Recuperator", is constructed of special ceramics and hard alloys capable of withstanding such high heat. Although preliminary research is already underway, the bulk of development is yet to be accomplished. Maturation of such a design requires high technologies, special equipment and considerable expense, especially for testing. Such R&D could be accelerated by a company the size of General Motors or Chrysler in a year or so, but for the smaller companies like IDALEX ( IDALEX www.IDALEX.com) or Coolerado ( Coolerado www.coolerado.com) the makers of the "Coolerado Air Conditioners"; it could easily take a decade.

The most important characteristic for any heat engine is its thermal efficiency, which is the percentage of heat energy that is transformed into work. For example, a typical gasoline automobile engine operates at around 25% thermal efficiency. The second law of thermodynamics puts a fundamental limit on the thermal efficiency of heat engines. Surprisingly, even an ideal, frictionless engine can not convert anywhere near 100% of its input heat into work. The limiting factors are the temperature at which the heat enters the engine, and the ambient temperature into which the engine exhausts its waste heat. This limiting value is called the Carnot cycle efficiency and it represents the maximum value obtainable for any heat engine.

The Carnot cycle presumes that no heat engine, regardless of its construction, can exceed the Carnot cycle efficiency. However, it is possible to do so by reducing the temperature that the engine exhausts as waste heat. For the Carnot cycle it is the ambient temperature of outside air, for the M-Cycle it is the dew point temperature of outside air, which is always lower. It is more advantageous to lower the temperature at which heat is rejected than to raise the temperature at which it is supplied. This situation is completely changed in connection with the invention of the M-Cycle. This cycle is capable of cooling any fluid, for example air or water, below the wet bulb temperature and close to the dew point temperature of outside air.

There are additional advantages of the M-Cycle in comparison to the Carnot cycle. For example, the Carnot cycle uses only one working substance (for example, air) but the M-Cycle for producing power uses two working substances, whose characteristics differ and are optimal for each process. Further, for producing cooling capacity the M-Cycle uses air as resource of renewable energy.

In order for any heat engine to work, it must use three processes: air compression, fuel combustion with the compressed air and then expansion of the products of that combustion. The M-Cycle is capable, through one apparatus (the M-Recuperator), to increase simultaneously the efficiency of processes of compression and expansion by increasing air density before the air compression process and reducing density before the expansion process. This is achieved by cooling air before its compression and heating, and most importantly, simultaneously humidifying it before its expansion in the cylinders of the automobile engine. This also allows for an improved fuel-burning process since burning down moist air gives forth 8 to 12 times fewer harmful pollutants, as mentioned above. The M-Recuperator's operation doesn't require additional energy as all this occurs at the expense of the heat of exhaust gases. This process is a near-perfect technology for utilizing heat and evaporative cooling with the added benefit of not requiring additional water to operate the car engine because the water is reclaimed by condensing it from engine's exhaust gas.

As stated earlier the M-cycle utilizes the heat of exhaust gases, and also the heat which it removes from the engine's cooling contour. Thus, it renders the radiator unnecessary because of its low efficiency of heat exchange and its large dimensions. In hot weather or in the mountains, where the air is thinner, traditional radiators are not capable of removing heat effectively. An engine working with the M-Recuperator actually performs better as thermal conditions become more extreme.

The M-Recuperator can also be utilized effectively in other applications, where energy is used for heating (liquid and gas heaters, heating systems, boilers, recuperators, regenerators) and where the production of energy comes at the expense of fuel combustion (in planes, ships, and power stations).

No doubt, all this sounds highly suspicious upon first review. Attempts to heat and humidify air and fuel before their combustion and expansion in the cylinders of a car engine have been made before. Many different apparatuses (heat exchangers, humidifiers, recuperators) have been invented and utilized, yet each of these became a source of additional power drain that led to decreased efficiency of the engine and an increase in cost and dimensions. With the M-cycle, heating, humidifying, cooling and the heat recycling processes are realized simultaneously through one M-Recuperator, utilizing more heat and water from exhaust gases while also increasing the humidity of air before fuel combustion.

Attempts to draw the attention of industrialists and the U.S. government to the M-Cycle were unsuccessful at first. The Department of Energy (DOE), upon reviewing schematics for the M-Cycle stated that "the M-Cycle doesn't make sense. It is a process which can never be realized." Recently they have recanted this position and have embraced the veracity and efficacy of the M-Cycle. Of course continued skepticism is expected. Perhaps the words of Thomas Edison, concerning the invention of the generator of an alternating current by Nicola Tesla, apply here: "It is impossible, because it cannot be." Similar arguments are familiar to the majority of scientists and inventors throughout the ages. Dr. Maisotsenko understands that inventions and transformative ideas like this take time, and that can be frustrating, he freely admits.

It is Maisotsenko's sincere hope that he lives long enough to see his ideas for a more effective, ecologically clean and cost-effective automotive engine become a reality. What he needs now is the financial backing -- venture capital, perhaps -- to make his dream become a reality.

Dr. Maisotsenko can be reached at vm@idalex.com or valeriymaisotsenko@coolerado.com

Dr. Peter E. Jenkins is an international authority on diesel and gas engines, basic and applied thermal sciences and all aspects of turbomachinery. His industry experience includes Executive Vice President for the Engine Corporation of America in Long Beach, California, and Senior Design Engineer in the Marine Seismic Engineering Group of Texas Instruments, Dallas. He also served as a Design Engineer for LTV Vought Aeronautics, Dallas.:

Dr. Peter E. Jenkins can be reached at Peter.Jenkins@ucdenver.edu

Introduction to Scaled M-Cycle Heat Exchangers Theory and Modeling

The next pretty much giving steps with that new energy consumption philosophy are entering the power cycles in automotive applications and energy generation (any, but mostly via gas, vapor using schemes) technologies. They are in a R&D stage right now - www.IDALEX.com

One of the major if not the main component of the M-Cycle based technologies is to generate the conceptual design of the heat - and mass exchanger to reveal the maximum potential of the temperature drop along with the mass exchange. The proper arrangement and optimization of the thermal and mass fluxes in that HME

or in other kind of exchange device

means getting to the optimization of the M-Cycle itself. Because any HMEs are actually the more or less effective two- (or more) scale two- or more phase energy (and mass) volumetric function equipment, we long ago advocated and developed basics for modeling, design and simulation of this scaled task "Heat Exchangers".

One of the straight issues tight to the design and simulation of the HME is the issue of optimization? Notwithstanding the long history of heat exchangers industry (more than a hundred years) - nobody has claimed yet the design of the best and most effective heat- or mass exchanger on earth. The reason is also straight - that is because there is no complete and correct theory of the heat and mass exchange in these devices.

The fullest and taught everywhere content of the physical base for the HME modeling and design relies on the (again and again) experimentally derived one scale or lower scale coefficients of heat transfer and flow resistance for a channel or two conjugate channels see, for example, the thick volume of Mills (1995). There are upfront paid "advanced" courses sold by CAE, CAD software companies propagating that kind modeling of the HE equipment.

Of course, in this way analysis nobody could get those tens of percent of energy recovering as we observe in M-Cycle heat exchangers. That is one of the reasons, why professors refused even to understand that kind of process: the M-Cycle, and got well behind the advancement curve in Heat Transfer and Thermodynamics. Unfortunately, and students at universities got the outdated stuff on HE modeling and design - see the part of the used in universities textbooks and reference books in the reference list below, and industry is having losses of tremendous value, like General Electric, etc.

Derived from the one channel assessment, the bulk heat transfer coefficients and pressure drop parameters are incorrect and working only with adjusting. That forceful way to accommodate complications in a device is a quite simplistic and dead-end road for optimization, because many phenomena, especially for intricate processes with cross-effects (cross-physics), and M-Cycle HMEs, are not present in this device homogeneous one-scale physics and the modeling and design techniques - "Heat Exchangers", "Semiconductor Coolers", "Further Reading and Consulting".

The M-Cycle HME while scaled from the Top must match to the input Bottom (lower) scale fields' parameters. We have interesting arrangement of simultaneous Scaleportation of Boundary Conditions at either scale partially coinciding at the boundaries.

Before to proceed to the Bottom-Up and Top-Down Scaleportation of heat, mass, and momentum in a device like a scaled HME-M (let us name this heat exchanger via the preliminary abbreviation), we would like to mention a few peculiarities of the present physical task.

The distribution of fluxes in channels and volume of the HME-M is interconnected; the physics involves the cross-effects of heat and mass transport; there are 3 phases (while might be 4) with the heat transferred; the morphology of design is one of the important features; there are nonlinear fields and fluxes; there are nonlinear interphase, intraphase, and interface fields' transport; transfer scaled generalized parameters are vector and tensor variables, etc. See introductory of these HSP-VAT terms explanation in - "Semiconductor Coolers".

We are commencing the application of scaled (2 and 3 scales) HSP-VAT heat - mass and momentum transport followed by the Optimization algorithms (mathematical formulations and procedures) for these new types of HME in a step - by - step guidance here in -

We will be adding more texts and data on the scaled heat and mass exchangers M-Cycle technology features to this open sub-section when appropriate conditions allow this.

REFERENCES

Heat Exchanger Design Handbook, (Spalding, B.D., Taborek, J., Armstrong, R.C. and et al., contribs.), N.Y., Hemisphere Publishing Corporation, Vol.1,2, 1983.

Kays, W.M. and London, A.L., Compact Heat Exchangers, 3rd ed., McGraw-Hill, New York, 1984.

Mills, A.F., Heat and Mass Transfer, IRWIN, Chicago - Toronto, 1995.

UNDER CONTINUOUS DEVELOPMENT