Hello Dr. Rossi,
a few months ago you shown us a picture in which the ecat works with an electric heater?
Will you show us this demonstration also in October in a short video?
Warm regards
Walter
Gavino Mamia:
Your example is a typical example of a duty the Ecat can do. The EV situation is a completely different technology every manufacturer has his own intellectual property of.
Warm Regards,
A.R.
Two month ago we had following exchange:
M.M.: Last month you have shown high vacuum system in a lab of Leonardo Corporation which is used to make the E-Cat SKLep NGU.It would be appreciated if you could show other parts of the lab and the workshop with the many prototypes you have built till now. A photo of some of your coworkers would be a delight.
A.R.answer: We may only publish images that do not unveil particulars we deem restricted; notwithstanding this, we will publish some more images,
I am still impatiently waiting to see this new images.
Good morning Doctor Rossi
Campers are usually equipped with a photovoltaic panel that recharges one or two lithium batteries.
Inside the campers there are both 12 volt and 220 volt (inverter) sockets for various uses.
The refrigerator is usually bivalent (12-220) or trivalent (also gas).
However, there is (externally) a 220 volt connection to connect the camper in the rest areas, this allows you to recharge the batteries and manage all electricity consumption.
In your opinion, can a 1 or 2 KW Ecat replace the solar panel or can it be connected directly to the external 220 volt input?
Good day
Daniel G. Zavela:
1- normally the interface will not be necessary for non EV applications, but specific situations must be analyzed
2- probably yes
3- so far I am not able to answer
Warm Regards,
A.R.
I haven’t contributed to his blog for a long time.
Obviously I follow his “evolutions” in the development of his E-Cat which has now reached the NGU version daily on http://www.rossilivecat.com/ and Jonp.
I know that in the short term he has planned 2 demos and from his answers on JoNP I understood this (I ask you to confirm if possible):
1) The first, called E-Cat EV, and planned for October, envisages that a “substantial” array of Ecat NGUs will be interconnected with specifically designed and particularly advanced electronics to a Full Electric vehicle. This interconnection has the purpose of recharging the battery of the EV Vehicle while driving. This “challenging” development has been carried out by you and your Team and the demo in question will aim to demonstrate that the EV Vehicle can travel, without ever stopping, the track of a racetrack specially selected to “record and document” the extraordinary nature of what you and your team were able to do. Can you kindly confirm?
2) The Second, still to be planned and the main details of which are not yet known (so I’m imagining), which has the aim of demonstrating that by integrating another application under development into a “Solar System”, on a E-Cat NGU, it will be possible to “multiply” the performance of the Solar System itself. (during the day by adding the production of the solar system to that of the E-Cat NGUs, at night making the solar system produce even in the absence of sun đ ). Can you kindly confirm?
What has just been written is not the “main” reason for my intervention, but I took advantage of it, if you want to respond, to have confirmation from you of what I have more or less understood by reading your answers given to date.
I therefore thank you in advance for your willingness to respond.
Let’s get to the main reason that pushed me to write to you…..
I have seen that in the last 2 days your readers, imagining the “gigantic effort” that you and your team have made to integrate the E-Cat NGU inside an EV vehicle and therefore with the vehicle in motion (the on-board electronics of any EV vehicle do not allow the insertion of “additional modules”, nor integration with “energy systems” unrelated to the vehicle itself), they asked you direct questions about the possibility of using E-Cat NGU arrays, appropriately adapted, to recharge an EV vehicle when stationary, i.e. using the standard connections and interfaces with which all EV vehicles are equipped for charging.
One type of these charging systems is called Wallbox.
The question is legitimate since the integration of the E-Cat NGU to recharge the battery of a moving Electric Vehicle is “an order of magnitude more complex” (therefore much more difficult to achieve) compared to the creation of a “E-Cat Wallbox”.
Obviously only you know the technical characteristics of the E-Cat NGU and therefore the problems to overcome to achieve what other readers have asked you and what I am trying to ask you now :).
The integration that you and your team have created with the EV vehicle, for charging the battery while the vehicle is moving, is something “amazing” as well as very complex, and obviously we are all eager to “be able to admire”, in October, this WONDER, thanks to the demonstration it is creating…..
Having said this, I’ll try to go a little further and ask the question that prompted me to send you this post:
3) It is no coincidence that, given the challenges he had to face to create the demo of the E-Cat EV, he has actually already tackled the study and development of the “E-Cat Wallbox” which on paper should be simpler (obviously, I speak “by sensation” not knowing the complexity and technical characteristics of the E-Cat NGU) and therefore with his answers to us readers he was trying to “keep the secret” as he would have announced the existence of this “prototype/product” directly at the “E-Cat EV” demonstration in October?
I’m sorry if I was “too invasive” with this intervention, and I sincerely hope I have been “well interpreted”.
the answers you have given in these last hours have certainly worried us readers a little and therefore I preferred to “go straight to the point” and ask you the direct question….
4) Is it possible to imagine that a “prototype” of the “E-Cat Wallbox” could also be presented at the E-Cat EV Demos in October?
as anticipated, I sincerely hope that I have not been too “invasive and bold” with my questions and I thank you if you want to answer
Some questions about the complex interface you have developed for the EV, if you don’t mind.
1) Is this interface necessary for the charging of all EV batteries?
2) Does this interface need to be different for different brands of EV batteries?
3) Is this interface necessary for charging non-EV batteries (e.g. phones, computers)
Dear Dr. Rossi!
Due to the murder of Amy Eskridge, I would like to point out how important it is to secure scientific findings in many places in the event of a sudden death (or alleged suicide), including in foreign countries. In addition, these should then be made known unconditionally to the public/all important and competing state leaders. There is no better life insurance!
It is equally important not only to leave the country at the first threat, but also to leave the entire political sphere of influence in which these secret services have access.
The âcomplex interfaceâ needed to allow an external e-cat to charge an EV overnight would be of huge benefit to those people who reside in apartments and condos. Do you plan to sell the required âcomplex interfaceâ along with the e-cat upon request? Does this interface need to be custom made for each car manufacture? Or can you team make a universal âcustom interfaceâ in the near future?
Steven Nicholes Karels:
You are right: a normal EV can be recharged from the grid, as well as from a column, but not from the Ecat, unless we put a complex interface: this is a fa
Warm Regards,
A.R.
Ok, I fully understand what you and Karels discussed earlier about the EVs and ecats.
Sorry but I am talking about an EV which is parked connected to 240V AC 1-phase charging, may be limited to low current for instance 6A. WHy is this application different from what you said in your answer: ” I did absolutely NOT say that you cannot put Ecats in series, and as well in parallels to power general appliances, electric motors etc !”.
EVs, by the nature, are designed to accept electrical power from charging stations. Otherwise, they would not function after the EV battery system is depleted.
So, an EV can accept power from a compatible charging system. There are two “flavors” of EV charging systems: AC and DC. The AC systems use the EV’s onboard charger to convert the AC power to battery power. They provide slow charging rates. Some of the larger charging stations use direct DC power for fast charging. Here, the EV onboard converter is bypassed when using a direct DC charging station. The logic within the EV handles the different charging modes.
What I had suggested was for residential charging, where the Wall Unit is normally powered by grid power, that NGU devices, coupled with an appropriate inverter, could provide the power to the Wall Unit. Nothing more.
Mats Heijkenskjold:
Probably we have a reciprocal misunderstanding, and I am sorry for that: I did absolutely NOT say that you cannot put Ecats in series, and as well in parallels to power general appliances, electric motors etc !
What I said answering my friend Steven Nicholes Karels is that in the EVs the situation is completely different, because the car manufacturers adopt systems to forbid the application of systems that are not specifically engineered by them. In fact, they cancel all the guarantees and certifications if their customer tries to modify the power system. Our Team spent more than one year to resolve all the problems deriving from this “rejecting” system. I hope now you can understand.
Warm Regards,
A.R.
Sorry I am a little puzzled, that means you can´t use the ecats in series for other puposes, for instance to power a heat pump via an inverter. I have intended to use them that way, it is a pity!
Erasmo Bardelli:
Thank you for your suggestions, but we already resolved the very complex problem, otherwise we couldn’t make the demo; the issue put by Steven N. Karels is another: is the system invented to interface the Ecat with the EV battery necessary also to recharge the EV battery while the EV is not turned on? The answer has been YES.
Warm Regards,
A.R.
Caro Andrea Rossi
Attualmente il problema è la ricarica delle batterie con l’auto in funzione o è stato risolto.
Se è questo il punto, ecco come vedo una delle soluzioni.
Dividi la batteria dell’auto in due A e B, essendo cariche L’E-cat montato per la ricarica è attualmente disattivato.
Auto in movimento.
Inizialmente l’auto funzionerĂ solo con la batteria A quando questa sarĂ scarica, il circuito di controllo , commuterĂ istantaneamente sulla batteria B
mentre la batteria A staccata, verrĂ commutata al E-Cat per la ricarica.
A macchina spenta, alternativamente verranno ricaricate entrambe AeB..
Per sicurezza sarebbe opportuno montare due E-Cat e usarli alternativamente in modo da controllare il loro corretto funzionamento.
Saluti e buon lavoro.
English synopsis:
Suggestions how to recharge the ERV battery during the motion
Steven Nicholes Karels wrote:
“The point I was trying to make is that:
1. A sufficient number of NGU devices could be connected,
2. To run an inverter, which in turn, produces AC power,
3. Which powers an EV Wall Mount,
4. Which charges an EV while it is parked”
I have 2 EV:s one with 240V AC 1-phase charging and the other 400V AC 3-phase.
I don´t understand why it is not possible to use the idea of above cited from Steven Karels for the 240V AC 1-phase? It should be the normal use, more or less, for an e-cat in series connection.
“Steven Nicholes Karels:
It does not work that way; to recharge the EV battery even if the EV is not turned on, there is the same necessity of interfacing.”
The point I was trying to make is that:
1. A sufficient number of NGU devices could be connected,
2. To run an inverter, which in turn, produces AC power,
3. Which powers an EV Wall Mount,
4. Which charges an EV while it is parked.
But it would be much more desirable for an onboard unit to charge while the EV is operating.
Dr Rossi,
Here are the updated stats of your papers on researchgate I found today on http://www.researchgate.net/publication/330601653_E-Cat_SK_and_long_range_particle_interactions
Total Readings: 144015 (of which 131586 of “Ecat SK and Long Range Particle Interactions”) more than 99% of the papers on Researchgate
Research Interest Score: 2991, more than 99% of papers on RG
Recommendations plus Citations: 11616, more than 99% of papers on RG
Most Readings by Cathegories: Electronic Engineering, Energy Engineering, Chemical Engineering, Physics, Research
Most Readings by Seniority: Professors, PhD Students, Seniors
Most Readings by Geographic Areas: Asia, Europe, America
And counting…
Prof
Steven Nicholes Karels:
It does not work that way; to recharge the EV battery even if the EV is not turned on , there is the same necessity of interfacing.
Warm Regards,
A.R.
“Even if the EV is not turned on, still it would be necessary the interfacing system”
You could configure the NGU devices to be like an EV charging station. Plug into the EV Charging port in compliance with the appropriate EV specification.
Based upon your testing of an onboard EV charger, would an e-cat external EV charger for overnight charging require an adapter/interface? Or would the e-cat be a direct plug-in to the EV charging port?
If a .00003% probability is the 5 Sigma threshold, that is a failure criteria of 3 * 10^(-7) or 3 parts in 10 million. That might mean that 10 million E-cats should have 3 or fewer problems during a warranty period.
Cycling a single E-CAT NGU on and off 3.333 million times (or 10 E-CATS cycling for 333,333 times) may break the on/off switches, but is hardly the best test of the E-Cats themselves.
‘
But there would have to be far fewer than ’60’ failures in 1,000,000 units. ( Maybe that’s acceptable for the switches! )
1. An ensemble of NGU devices, say 10.
2. Each device is tested in the same manner.
3. Start with an Off condition, turn on, wait a fixed number of seconds until the output is stable,
4. If the output is within specified parameters, score as a success, otherwise a failure.
5. Turn of the NGU device.
6. Repeat the sequence for a total of 1,000,000 observations for ensemble.
7. If the number of failures is less than 60, declare 5 Sigma success.
” A result that has a statistical significance of five sigma means the almost certain likelihood that a bump in the data is caused by a new phenomenon, rather than a statistical fluctuation. Scientists calculate this by measuring the signal against the expected fluctuations in the background noise across the whole range. For some results, whose anomalies could lie in either direction above or below the expected value, a significance of five sigma is the 0.00006% chance the data is fluctuation. ( or a 0.00003% likelihood of a statistical fluctuation, that exceeds the five-sigma value on one half of the normal distribution graph). “
Hello Dr. Rossi,
a few months ago you shown us a picture in which the ecat works with an electric heater?
Will you show us this demonstration also in October in a short video?
Warm regards
Walter
Dear Dr. Rossi,
what is the efficiency achieved in your interface for charging an electric vehicle battery?
Best wishes to you and your work,
Yury Evdokimov
This is Summer holidays time: may I ask you how you are spending your holidays ?
Gavino Mamia:
Your example is a typical example of a duty the Ecat can do. The EV situation is a completely different technology every manufacturer has his own intellectual property of.
Warm Regards,
A.R.
M.M.:
We will in due time. Too bad for your impatience.
Warm Regards,
A.R.
Hello Andrea
Two month ago we had following exchange:
M.M.: Last month you have shown high vacuum system in a lab of Leonardo Corporation which is used to make the E-Cat SKLep NGU.It would be appreciated if you could show other parts of the lab and the workshop with the many prototypes you have built till now. A photo of some of your coworkers would be a delight.
A.R.answer: We may only publish images that do not unveil particulars we deem restricted; notwithstanding this, we will publish some more images,
I am still impatiently waiting to see this new images.
Best regards
Miha
Good morning Doctor Rossi
Campers are usually equipped with a photovoltaic panel that recharges one or two lithium batteries.
Inside the campers there are both 12 volt and 220 volt (inverter) sockets for various uses.
The refrigerator is usually bivalent (12-220) or trivalent (also gas).
However, there is (externally) a 220 volt connection to connect the camper in the rest areas, this allows you to recharge the batteries and manage all electricity consumption.
In your opinion, can a 1 or 2 KW Ecat replace the solar panel or can it be connected directly to the external 220 volt input?
Good day
Daniel G. Zavela:
1- normally the interface will not be necessary for non EV applications, but specific situations must be analyzed
2- probably yes
3- so far I am not able to answer
Warm Regards,
A.R.
B.Waltz:
Thank you for the links,
Warm Regards,
A.R.
Frank Acland:
1- yes
2- probably
3- no
Warm Regards,
A.R.
Maico:
1- correct
2- thank you
3- actually, when a questions pulls out restricted information, we must be careful
4- no
Warm Regards,
A.R.
Sam:
Thank you also for this link,
Warm Regards,
A.R.
Sam:
Thank you for the link,
Warm Regards,
A.R.
https://youtu.be/FP0VjeRap04?si=HA4lPiLcfHoxqkeL
Hello DR Rossi
Energy from the Vacuum and
Challenging the 2nd Law of
Thermodynamics.
https://youtu.be/M0D4TGotTI8?si=N9p94S4tuVUJfCRn
Regards
Sam
Dear Dr. Rossi
I haven’t contributed to his blog for a long time.
Obviously I follow his “evolutions” in the development of his E-Cat which has now reached the NGU version daily on http://www.rossilivecat.com/ and Jonp.
I know that in the short term he has planned 2 demos and from his answers on JoNP I understood this (I ask you to confirm if possible):
1) The first, called E-Cat EV, and planned for October, envisages that a “substantial” array of Ecat NGUs will be interconnected with specifically designed and particularly advanced electronics to a Full Electric vehicle. This interconnection has the purpose of recharging the battery of the EV Vehicle while driving. This “challenging” development has been carried out by you and your Team and the demo in question will aim to demonstrate that the EV Vehicle can travel, without ever stopping, the track of a racetrack specially selected to “record and document” the extraordinary nature of what you and your team were able to do. Can you kindly confirm?
2) The Second, still to be planned and the main details of which are not yet known (so I’m imagining), which has the aim of demonstrating that by integrating another application under development into a “Solar System”, on a E-Cat NGU, it will be possible to “multiply” the performance of the Solar System itself. (during the day by adding the production of the solar system to that of the E-Cat NGUs, at night making the solar system produce even in the absence of sun đ ). Can you kindly confirm?
What has just been written is not the “main” reason for my intervention, but I took advantage of it, if you want to respond, to have confirmation from you of what I have more or less understood by reading your answers given to date.
I therefore thank you in advance for your willingness to respond.
Let’s get to the main reason that pushed me to write to you…..
I have seen that in the last 2 days your readers, imagining the “gigantic effort” that you and your team have made to integrate the E-Cat NGU inside an EV vehicle and therefore with the vehicle in motion (the on-board electronics of any EV vehicle do not allow the insertion of “additional modules”, nor integration with “energy systems” unrelated to the vehicle itself), they asked you direct questions about the possibility of using E-Cat NGU arrays, appropriately adapted, to recharge an EV vehicle when stationary, i.e. using the standard connections and interfaces with which all EV vehicles are equipped for charging.
One type of these charging systems is called Wallbox.
The question is legitimate since the integration of the E-Cat NGU to recharge the battery of a moving Electric Vehicle is “an order of magnitude more complex” (therefore much more difficult to achieve) compared to the creation of a “E-Cat Wallbox”.
Obviously only you know the technical characteristics of the E-Cat NGU and therefore the problems to overcome to achieve what other readers have asked you and what I am trying to ask you now :).
The integration that you and your team have created with the EV vehicle, for charging the battery while the vehicle is moving, is something “amazing” as well as very complex, and obviously we are all eager to “be able to admire”, in October, this WONDER, thanks to the demonstration it is creating…..
Having said this, I’ll try to go a little further and ask the question that prompted me to send you this post:
3) It is no coincidence that, given the challenges he had to face to create the demo of the E-Cat EV, he has actually already tackled the study and development of the “E-Cat Wallbox” which on paper should be simpler (obviously, I speak “by sensation” not knowing the complexity and technical characteristics of the E-Cat NGU) and therefore with his answers to us readers he was trying to “keep the secret” as he would have announced the existence of this “prototype/product” directly at the “E-Cat EV” demonstration in October?
I’m sorry if I was “too invasive” with this intervention, and I sincerely hope I have been “well interpreted”.
the answers you have given in these last hours have certainly worried us readers a little and therefore I preferred to “go straight to the point” and ask you the direct question….
4) Is it possible to imagine that a “prototype” of the “E-Cat Wallbox” could also be presented at the E-Cat EV Demos in October?
as anticipated, I sincerely hope that I have not been too “invasive and bold” with my questions and I thank you if you want to answer
Regards
Maico
Dear Andrea,
Some questions about the complex interface you have developed for the EV, if you don’t mind.
1) Is this interface necessary for the charging of all EV batteries?
2) Does this interface need to be different for different brands of EV batteries?
3) Is this interface necessary for charging non-EV batteries (e.g. phones, computers)
Many thanks,
Frank Acland
Dr. Rossi, additional here a presentation of Amy Eskridge to anti-gravitation:
https://www.youtube.com/watch?v=FmhFKiq6FG8
B.Walz
Dear Dr. Rossi!
Due to the murder of Amy Eskridge, I would like to point out how important it is to secure scientific findings in many places in the event of a sudden death (or alleged suicide), including in foreign countries. In addition, these should then be made known unconditionally to the public/all important and competing state leaders. There is no better life insurance!
It is equally important not only to leave the country at the first threat, but also to leave the entire political sphere of influence in which these secret services have access.
I wish the best for your invention!
Yours sincerely
B.Walz
Dear Dr. Rossi,
The âcomplex interfaceâ needed to allow an external e-cat to charge an EV overnight would be of huge benefit to those people who reside in apartments and condos. Do you plan to sell the required âcomplex interfaceâ along with the e-cat upon request? Does this interface need to be custom made for each car manufacture? Or can you team make a universal âcustom interfaceâ in the near future?
Looking forward to you EV demo.
Best Regards,
Daniel G. Zavela
Steven Nicholes Karels:
You are right: a normal EV can be recharged from the grid, as well as from a column, but not from the Ecat, unless we put a complex interface: this is a fa
Warm Regards,
A.R.
Mats Heijkenskjold:
Understood,
thank you for your kind wishes,
Warm Regards,
A.R.
Dear Andrea again,
Ok, I fully understand what you and Karels discussed earlier about the EVs and ecats.
Sorry but I am talking about an EV which is parked connected to 240V AC 1-phase charging, may be limited to low current for instance 6A. WHy is this application different from what you said in your answer: ” I did absolutely NOT say that you cannot put Ecats in series, and as well in parallels to power general appliances, electric motors etc !”.
Best regards and hope you will succeed!
Mats Heijkenskjold
Dear Andrea Rossi,
EVs, by the nature, are designed to accept electrical power from charging stations. Otherwise, they would not function after the EV battery system is depleted.
So, an EV can accept power from a compatible charging system. There are two “flavors” of EV charging systems: AC and DC. The AC systems use the EV’s onboard charger to convert the AC power to battery power. They provide slow charging rates. Some of the larger charging stations use direct DC power for fast charging. Here, the EV onboard converter is bypassed when using a direct DC charging station. The logic within the EV handles the different charging modes.
What I had suggested was for residential charging, where the Wall Unit is normally powered by grid power, that NGU devices, coupled with an appropriate inverter, could provide the power to the Wall Unit. Nothing more.
Mats Heijkenskjold:
Probably we have a reciprocal misunderstanding, and I am sorry for that: I did absolutely NOT say that you cannot put Ecats in series, and as well in parallels to power general appliances, electric motors etc !
What I said answering my friend Steven Nicholes Karels is that in the EVs the situation is completely different, because the car manufacturers adopt systems to forbid the application of systems that are not specifically engineered by them. In fact, they cancel all the guarantees and certifications if their customer tries to modify the power system. Our Team spent more than one year to resolve all the problems deriving from this “rejecting” system. I hope now you can understand.
Warm Regards,
A.R.
Dear Andrea,
Ok, thank you for the answer!
Sorry I am a little puzzled, that means you can´t use the ecats in series for other puposes, for instance to power a heat pump via an inverter. I have intended to use them that way, it is a pity!
Best regards,
Mats Heijkenskjold
Mats Heijkenskjold:
Sorry, the answer would imply disclosing of restricted information,
Warm Regards,
A.R.
Ron Stringer:
No, we will make two separated demos,
Warm Regards,
A.R.
Erasmo Bardelli:
Thank you for your suggestions, but we already resolved the very complex problem, otherwise we couldn’t make the demo; the issue put by Steven N. Karels is another: is the system invented to interface the Ecat with the EV battery necessary also to recharge the EV battery while the EV is not turned on? The answer has been YES.
Warm Regards,
A.R.
Caro Andrea Rossi
Attualmente il problema è la ricarica delle batterie con l’auto in funzione o è stato risolto.
Se è questo il punto, ecco come vedo una delle soluzioni.
Dividi la batteria dell’auto in due A e B, essendo cariche L’E-cat montato per la ricarica è attualmente disattivato.
Auto in movimento.
Inizialmente l’auto funzionerĂ solo con la batteria A quando questa sarĂ scarica, il circuito di controllo , commuterĂ istantaneamente sulla batteria B
mentre la batteria A staccata, verrĂ commutata al E-Cat per la ricarica.
A macchina spenta, alternativamente verranno ricaricate entrambe AeB..
Per sicurezza sarebbe opportuno montare due E-Cat e usarli alternativamente in modo da controllare il loro corretto funzionamento.
Saluti e buon lavoro.
English synopsis:
Suggestions how to recharge the ERV battery during the motion
Dear Dr. Rossi,
Just curious, will we get a look at the combination of E-Cat and solar panel before the ev demonstration?
Ron Stringer
Dear Andrea,
Steven Nicholes Karels wrote:
“The point I was trying to make is that:
1. A sufficient number of NGU devices could be connected,
2. To run an inverter, which in turn, produces AC power,
3. Which powers an EV Wall Mount,
4. Which charges an EV while it is parked”
I have 2 EV:s one with 240V AC 1-phase charging and the other 400V AC 3-phase.
I don´t understand why it is not possible to use the idea of above cited from Steven Karels for the 240V AC 1-phase? It should be the normal use, more or less, for an e-cat in series connection.
Andrea could you please explain!
Best regards
Mats Heijkenskjold
Steven Nicholes Karels:
Thank you for your suggestions, but they are not applicable in our specific situation
Warm Regards,
A.R.
Dear Andrea Rossi,
“Steven Nicholes Karels:
It does not work that way; to recharge the EV battery even if the EV is not turned on, there is the same necessity of interfacing.”
The point I was trying to make is that:
1. A sufficient number of NGU devices could be connected,
2. To run an inverter, which in turn, produces AC power,
3. Which powers an EV Wall Mount,
4. Which charges an EV while it is parked.
But it would be much more desirable for an onboard unit to charge while the EV is operating.
Prof:
Thank you for the update,
Warm Regards,
A.R.
Dr Rossi,
Here are the updated stats of your papers on researchgate I found today on
http://www.researchgate.net/publication/330601653_E-Cat_SK_and_long_range_particle_interactions
Total Readings: 144015 (of which 131586 of “Ecat SK and Long Range Particle Interactions”) more than 99% of the papers on Researchgate
Research Interest Score: 2991, more than 99% of papers on RG
Recommendations plus Citations: 11616, more than 99% of papers on RG
Most Readings by Cathegories: Electronic Engineering, Energy Engineering, Chemical Engineering, Physics, Research
Most Readings by Seniority: Professors, PhD Students, Seniors
Most Readings by Geographic Areas: Asia, Europe, America
And counting…
Prof
Frank Acland:
No
Warm Regards,
A.R.
Steven Nicholes Karels:
It does not work that way; to recharge the EV battery even if the EV is not turned on , there is the same necessity of interfacing.
Warm Regards,
A.R.
Dear Andrea Rossi,
“Even if the EV is not turned on, still it would be necessary the interfacing system”
You could configure the NGU devices to be like an EV charging station. Plug into the EV Charging port in compliance with the appropriate EV specification.
But an onboard unit is much more desirable.
Dear Andrea,
Is it necessary to reach Sigma 5 before you do the EV demonstration with the E-Cat NGU?
Thank you,
Frank Acland
Daniel G. Zavela:
Even if the EV is not turned on, still it would be necessary the interfacing system,
Warm Regards,
A.R.
Sam:
Thank you for your links,
Warm Regards,
A.R.
Another about how Professor Weinberg
started doing Scientific Research.
https://youtu.be/gy-d8gBkAls?si=u6oypF0vTrwgvVPZ
Dear Dr. Rossi,
Based upon your testing of an onboard EV charger, would an e-cat external EV charger for overnight charging require an adapter/interface? Or would the e-cat be a direct plug-in to the EV charging port?
Best of luck wih your up coming demo.
Best Regards,
Daniel G. Zavela
Hello DR Rossi
This is a Lecture by the late
Steven Weinberg called Mapping
the Quantum World.
https://youtu.be/qco5blUfI6k?si=d_iH22IYT09ul9cr
Becoming interested in Physhics.
https://youtu.be/VqMPFo9Ij4Y?si=dlSzWF6Ljj6lr8Cw
Regards
Sam
Joseph Fine,
Thanks for the reply. I was off by a factor of 100 as I missed the %.
An on/off switch is not required. A control can activate/deactivate each unit.
To reach 5 Sigma will require a great number of NGU test units and/or a very long time.
Steven Nicholes Karels
If a .00003% probability is the 5 Sigma threshold, that is a failure criteria of 3 * 10^(-7) or 3 parts in 10 million. That might mean that 10 million E-cats should have 3 or fewer problems during a warranty period.
Cycling a single E-CAT NGU on and off 3.333 million times (or 10 E-CATS cycling for 333,333 times) may break the on/off switches, but is hardly the best test of the E-Cats themselves.
‘
But there would have to be far fewer than ’60’ failures in 1,000,000 units. ( Maybe that’s acceptable for the switches! )
Anyway, that’s just my opinion.
Regards,
Joseph Fine
Prof. Joseph Fine,
5 Sigma Testing Question
Would a valid way of test NGU devices be:
1. An ensemble of NGU devices, say 10.
2. Each device is tested in the same manner.
3. Start with an Off condition, turn on, wait a fixed number of seconds until the output is stable,
4. If the output is within specified parameters, score as a success, otherwise a failure.
5. Turn of the NGU device.
6. Repeat the sequence for a total of 1,000,000 observations for ensemble.
7. If the number of failures is less than 60, declare 5 Sigma success.
Prof Joseph Fine:
Exactly,
Warm Regards,
A.R.
Mathfan,
For more information on Five-Sigma or Sigma-Five, see: https://home.cern/resources/faqs/five-sigma.
It’s the Gaussian probability distribution.
” A result that has a statistical significance of five sigma means the almost certain likelihood that a bump in the data is caused by a new phenomenon, rather than a statistical fluctuation. Scientists calculate this by measuring the signal against the expected fluctuations in the background noise across the whole range. For some results, whose anomalies could lie in either direction above or below the expected value, a significance of five sigma is the 0.00006% chance the data is fluctuation. ( or a 0.00003% likelihood of a statistical fluctuation, that exceeds the five-sigma value on one half of the normal distribution graph). “