Category: Mist sprayers
Power:Pulse Jet Engine.
Working temperatures: -10℃ to 35℃,air humidity is 30-80%。
Spray volume: 50-80L/h
Fuel Consumption: 3.6L/h.
Pesticide tank: 15L
Fuel tank: 1.5L
Net weight: 13.5kg
Machines size: 1278mm×235mm×358mm
Fuel: Petro, 93#
Spark: 12V chargeable batter
Twin carburetors double levels: Stronger power
Start: Hand and electric
Material: Stainless steel. Long life
Non-stopped 360 degree rotation
Life is above 10 years of family use
This machine works better before sunrise or Sunset
Price:Fob Ningbo USD450.00
These mist sprayers have many advantages than expectation:
The life of this special battery is 4 times of the normal battery, but its cost is just 3 times. Charge time is quicker, 95% just spends up 40 minutes, and one time of charge can keep 8 months. It must be charged fully every 8 months, its life can be 10 years, and it is much longer than the normal battery whose life is only 2— 3 years.
2) Spark: It produce spark very strong, life is longer, not overheated.
3) Point to point fire needle for carburetors:
2015 item mist sprayers use of unique technique twin needles of carburetors, non-carbon deposition, non-water, the arc is concentrated, life is above 10 years.
4) The carburetor diaphragm is very special for its artworks and design and aterial, its life is above 10 times of normal ones on market, it is changed after 100-200 barrels
5) Handle grips of carburetors, unique technique, economic and no line, no lubrication, start faster. Second time of poured oil is not needed in short time after starting. It can return to its own original position
6) Twins of carburetors for sprayers
It just need 97# petrol，its life can be longer than 10 years.
7) Filter of Carburetor, its filter element is made from wools, the density is high, no dirty is let in.
8) The engine is protected by stainless steel, durable and long life, not easy to transformed
9) The heat radiation system is efficiency, double layers automatic heat radiation system keeps suitable temperature for running, not overheated
10) The fuel tank is protected by stainless steel.
Its usage is widely many:
1. Orchard and garden: Apple, orange, pear, cherry, walnut, red dates, longan, litchi, peach, grape.
2、Fields, crops: Cotton, corn, wheat, soybeans, rice, tobacco, strawberry, tea......
3、Greenhouse vegetables, greenhouse: Cucumber, tomatoes and peppers, cabbage, eggplant, beans, vegetables......
4、Green garden nursery seedlings: Seedlings, foliar spray, bamboo diseases, tall trees mist spraying.....
5、Farm disinfection and epidemic prevention: Chicken, pig, cattle, sheep, various types of livestock breeding places of disinfection and sterilization, disease prevention and control
6、Various places disinfection: Hospitals, communities, rural areas, warehouses, city sewers, health and epidemic prevention and mosquito killing
7、Grassland, pasture, spraying: Locust plague control
Valveless pulse engine
A pulsejet engine is an air-breathing reaction engine employing an ongoing sequence of discrete combustion events rather than a constant level of combustion. This clearly distinguishes it from other reaction engine types such as rockets, turbojets and ramjets, which are all constant combustion devices. All other reaction engines are driven by maintaining high internal pressure; pulsejets are driven by an alternation between high and low pressure. This alternation is not maintained by any mechanical contrivance, but rather by the natural acoustic resonance of the rigid tubular engine structure. The valveless pulsejet is, mechanically speaking, the simplest form of pulsejet, and is, in fact, the simplest known air-breathing propulsion device that can operate "statically", i.e. without forward motion.
The combustion events driving a pulsejet are often informally called "explosions"; however, the preferred term is "deflagrations". They are not the violent, very high energy detonations employed in "Pulse Detonation Engines (PDEs)"; rather, deflagration within the combustion zone of a pulsejet is characterized by a sudden rise in temperature and pressure followed by a rapid subsonic expansion in gas volume. It is this expansion that performs the main work of moving air rearward through the device as well as setting up conditions in the main tube for the cycle to continue.
A pulsejet engine works by alternately accelerating a contained mass of air rearward and then breathing in a fresh mass of air to replace it. The energy to accelerate the air mass is provided by the deflagration of fuel mixed thoroughly into the newly acquired fresh air mass. This cycle is repeated many times per second. During the brief mass acceleration phase of each cycle, the engine’s physical action is like that of other reaction engines — gas mass is accelerated rearward, resulting in an application of force forward into the body of the engine. These "pulses" of force, rapidly repeated over time, comprise the measurable thrust force of the engine.
Some basic differences between valved and valveless pulsejets are:
· Valveless pulsejet engines have no mechanical valve, eliminating the only internal "moving part" of the conventional pulsejet;
· In valveless engines, the intake section has an important role to play throughout the entire pulsejet cycle;
· Valveless engines produce thrust forces in two distinct but synchronized mass acceleration events per cycle, rather than just one.
Basic (valved) pulsejet theory
In a conventional "valved" pulsejet, like the engine of the infamous V-1 "buzz bomb" of World War II, there are two ducts connected to the combustion zone where the explosions occur. These are generally known as the "intake" (a very short duct) and the "tailpipe" (a very long duct). The function of the forward-facing intake is to provide air (and in many smaller pulsejets, the fuel/air mixing action) for combustion. The purpose of the rear-facing tailpipe is to provide air mass for acceleration by the explosive blast as well as to direct the accelerated mass totally rearward. The combustion zone (usually a widened "chamber" section) and tailpipe make up the main tube of the engine. A flexible, low mass one-way valve (or multiple identical valves) separates the intake from the combustion zone.
At the beginning of each cycle, air must be pulled into the combustion zone. At the end of each cycle, the tailpipe must be reloaded with air from the surrounding atmosphere. Both of these basic actions are accomplished by a significant drop in pressure that occurs naturally after the deflagration expansion, a phenomenon known as the Kadenacy effect (named after the scientist who first fully described it). This temporary low pressure opens the metal valve and draws in the intake air (or air/fuel mixture). It also causes a reversal of flow in the tailpipe that draws fresh air forward to re-fill the pipe. When the next deflagration occurs, the rapid pressure rise slams the valve shut very quickly, ensuring that almost no explosion mass exits in the forward direction so the expansion of the combustion gases will all be used to accelerate the replenished mass of air in the long tailpipe rearward.
Valveless pulsejet operation
The "valveless" pulsejet is not really valveless — it just uses the mass of air in the intake tube as its valve, in place of a mechanical valve. It cannot do this without moving the intake air outward, and this volume of air itself has significant mass, just as the air in the tailpipe does — therefore, it is not blown away instantly by the deflagration but is accelerated over a significant fraction of the cycle time. In all known successful valveless pulsejet designs, the intake air mass is a small fraction of the tailpipe air mass (due to the smaller dimensions of the intake duct). This means that the intake air mass will be cleared out of contact with the body of the engine faster than the tailpipe mass will. The carefully designed imbalance of these two air masses is important for the proper timing of all parts of the cycle.
When the deflagration begins, a zone of significantly elevated pressure travels outward through both air masses as a "compression wave". This wave moves at the speed of sound through both the intake and tailpipe air masses. (Because these air masses are significantly elevated in temperature as a result of earlier cycles, the speed of sound in them is much higher than it would be in normal outdoor air.) When a compression wave reaches the open end of either tube, a low pressure rarefaction wave starts back in the opposite direction, as if "reflected" by the open end. This low pressure region returning to the combustion zone is, in fact, the internal mechanism of the Kadenacy effect. There will be no "breathing" of fresh air into the combustion zone until the arrival of the rarefaction wave.
The wave motion through the air masses should not be confused with the separate motions of the masses themselves. At the start of deflagration, the pressure wave immediately moves through both air masses, while the gas expansion (due to combustion heat) is just beginning in the combustion zone. The intake air mass will be rapidly accelerated outward behind the pressure wave, because its mass is relatively small. The tailpipe air mass will follow the outgoing pressure wave much more slowly. Also, the eventual flow reversal will take place much sooner in the intake, due to its smaller air mass. The timing of the wave motions is determined basically by the lengths of the intake and main tube of the engine; the timing of mass motions is determined mostly by the volumes and exact shapes of these sections. Both are affected by local gas temperatures.
In the valveless engine, there will actually be two arrivals of rarefaction waves — first, from the intake and then from the tailpipe. In typical valveless designs, the wave that comes back from the intake will be relatively weak. Its main effect is to begin flow reversal in the intake itself, in effect "pre-loading" the intake duct with fresh outdoor air. The actual "breathing" of the engine as a whole will not begin in earnest until the major low pressure wave from the tailpipe reaches the combustion zone. Once that happens, significant flow reversal begins, driven by the drop in combustion zone pressure.
During this phase, too, there is a difference in action between the very different masses in the intake and tailpipe. The intake air mass is again fairly low, but it now almost totally consists of outside air; therefore, fresh air is available almost immediately to begin re-filling the combustion zone from the front. The tailpipe air mass is also pulled, eventually reversing direction as well. The tailpipe will never be completely purged of hot combustion gases, but at reversal it will be easily able to pull in fresh air from all sides around the tailpipe opening, so its contained mass will be gradually increasing until the next deflagration event. As air flows rapidly into the combustion zone, the rarefaction wave is reflected rearward by the front of the engine body, and as it moves rearward the air density in the combustion zone naturally rises until the pressure of the air/fuel mixture reaches a value where deflagration can again commence.
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