Showing posts with label Hydrogen. Show all posts
Showing posts with label Hydrogen. Show all posts

Hydrogen Fuel Cell

Hydrogen is one of two natural elements that combine to make water. Hydrogen is not an energy source, but an energy carrier because it takes a great deal of energy to extract it from water. It is useful as a compact energy source in fuel cells and batteries. Many companies are working hard to develop technologies that can efficiently exploit the potential of hydrogen energy. This page lists articles about hydrogen fuel as an alternative energy source.

Hydrogen Fuel Cell

Adding Lithium to Hydgrogen Could Improve Production

Lithium Hydgrogen In our energy deprived world scientists are trying to find out various elements, alloys and substances that can provide clean and green energy along with meeting our energy demands. This quest has led them to superconductors. Superconductor materials have no electrical resistance. This property paves way for electrons to travel through them freely. Superconductor materials also carry large amounts of electrical current for long periods of time without losing energy as heat. Scientists are of the view that metallic hydrogen can prove to be a high-temperature superconductor.

Students to Sail Hydrogen Powered Boat

Hydrogen Boat A group of bright young Rensselaer students will soon take up the Hudson River, but with a difference. They are using a boat driven by clean and green hydrogen fuel. Their boat is the 22-foot New Clermont looked after by a three member crew. It is fitted with a pair of 2.2-kilowatt fuel cell units.

New Hope for Hydrogen Storage

Hydrogen Storage It seems simple but if put it into practice then we can develop real potential for hydrogen fuels. A new method of “recycling” hydrogen-containing fuel materials could pave the way for commercially viable hydrogen-based vehicles. An article published in world’s leading chemistry journal Angewandte Chemie, makes a claim about recycling hydrogen-containing fuel materials. Los Alamos National Laboratory and University of Alabama researchers working within the U.S. Department of Energy’s Chemical Hydrogen Storage Center of Excellence express a noteworthy progress in hydrogen storage science.

First Hydrogen Power Plant in Italy

Hydrogen Power Plant Italy has come up with world’s first hydrogen power plant. This power plant is situated in Fusina, near Venice in the Veneto region of Italy. Enel is constructing this power plant producing no undesirable greenhouse gases. It is Italy’s largest power company with a track record of fifty million power and gas customers. Enel is procuring hydrogen from an accompanying production from Polimeri Europa's petrochemical plant. This hydrogen will be brought to the establishment by especially built pipelines. Polimeri produces a wide range of petrochemical products, and its ethylene-cracking process will be responsible for the hydrogen feedstock. This hydrogen power plant will be operational in 2010. It will provide power to 20,000 households.

Digital Combustion Simulation

Digital Combustion When researchers arrive at a particular after lots of experimentation they already have used up lots of resources in terms of money, man, material and time. Now scientists are trying to arrive at a result by simulating the experiments on computers and thus saving on lots of resources. A team of researchers from ETH Zurich are creating simulated autoignition with the help of a supercomputer equipped with 65,000 processors. This could lead to better models and reduction in cost of conducting actual experiments. 

New Advances in Hydrogen Fuel Catalysts

Hydrogen Fuel Catalysts Hydrogen has great potential as a fuel of future because it is an environmentally clean energy fuel and save us from the undesirable side effects of greenhouse gases. Before becoming it a fuel of the masses we need necessary infrastructure to store it and move it. We will also need fuel cells on economical scale. To make hydrogen as a popular alternative fuel some engineers are working on storage factor of hydrogen fuel. They don’t want compressed hydrogen into a tank. They want to store hydrogen fuel into a large molecule. When we want hydrogen out of the molecule we will need a catalyst. Now, researchers have new details about one such catalyst.

Hydrogen From Waste Materials

Hydrogen From Waste Environmentalists are continuously searching for green and clean fuel. Until now they have been putting a lot of energy and talent into hydrogen fuels because when hydrogen is burned, the only emission it makes is water vapor. So it is a great advantage that burning of hydrogen doesn’t produce carbon dioxide. Clearly, hydrogen is less of a pollutant in the air because it emits little tail pipe pollution. Engineers at the University of Leeds are working on a project keeping hydrogen in mind. They are developing an energy efficient, environmental-friendly hydrogen production system but with a difference. They are trying to extract hydrogen from waste materials. These materials can be vegetable oil or the glycerol by-product of bio-diesel. They are aspiring for the high purity hydrogen-based fuel that could be utilized for large-scale power production. They are also developing hydrogen cells for laptops or other gadgets. A grant of over £400k has been awarded to the University by the Engineering and Physical Sciences Research Council (EPSRC) within a consortium of 12 institutions known as SUPERGEN Sustainable Hydrogen Delivery

New Hydrogen Powered Urban Car by Riversimple

Riversimple Hydrogen Car A new hydrogen car was unveiled in London, UK by Riversimple. This Riversimple Urban Car (RUC) is powered by fuel cells. These fuels cells combine hydrogen with oxygen from the air to release energy. What comes out from the exhaust pipe is not toxic fumes but water. Even using hydrogen fuel from source to car’s fuel tank, its carbon emissions for urban driving are only 30 grams/km. The weight of this hydrogen car is 772 pounds. You can travel 186 miles on just 2.2 pounds of liquid hydrogen. The Riversimple Urban Car is powered by a cheap, 6-kilowatt fuel. The car's top speed is 50 miles per hour (80.4672 kilometres per hour). It can be accelerated from 0 to 30 mph (48 km/h) in 5.5 seconds.

Hydrogen Powered Street Cleaner

CityCat We are hearing about many inventions and discoveries in the alternative energy sector. But we don't get to read about many 'actual' finished products doing their work in real world. What we know is many models being tested in laboratories. But here we are seeing Bucher CityCat H2, the world's first municipal utility vehicle powered by fuel cells, made its debut last week in Basel, Switzerland. This street-cleaning CityCat will be doing her work on an eighteen months trial basis. It will be a matter of study that how this vehicle nicknamed as Bucher CityCat H2 be helpful in reducing air pollution than traditional diesel engines. Empa and the Paul Scherrer Institute (PSI) have, in collaboration with Bucher Schoerling, Proton Motor, BRUSA Elektronik AG und Messer Schweiz, developed a hydrogen powered municipal street cleaning vehicle that was unveiled to the public on 14th May 2009 in Basel.

Improving Performance of Solar Nanotubes

Solar Nanotubes Akira Fujishima, thirty-five years ago, discovered the electrochemical properties of titanium dioxide. He showed that titanium dioxide functioned as a photocatalyst. It produced hydrogen gas from water, electricity and sunlight. Scientists are quite hopeful regarding the qualities of Titania (or titanium dioxide). This is also known as white pigment. It’s used in many products be it paint, toothpastes or sunscreen lotions. Researchers have been exploring different ways to optimize the process started by Akira Fujishima. They want to develop a commercially viable technology that transforms cheap sunlight into hydrogen, a pollution-free fuel that can be stored and shipped

Splitting Water Into Hydrogen And Oxygen

Splitting Water We often want to imitate nature for near perfect results. But sometimes it just remains a desire. In its quest for green and clean energy mankind is searching for that magical method that can split water into hydrogen and oxygen. Nature performs this task wonderfully through the process of photosynthesis. Man is still facing challenges in duplicating that process in the laboratory. If we are able to split water into oxygen and hydrogen in the presence of sunlight we will be able to harness the potential of hydrogen as a clean and green fuel. Till date man-made systems are quite inefficient, time consuming, money consuming and often require additional use of chemical agents.

New Sponge-like Gas Storage Material

Gas Storage Material Environmentalists, common man, scientists, politicians, everyone want to breathe fresh and clean air and leave this earth in a better shape for next generation. Environmentalists and scientists are working to make this planet a better place to live. Hydrogen driven vehicles are a small step towards that goal. But the main hurdle to produce hydrogen vehicles on a mass scale is that they can’t store much fuel. Researchers at the University of Michigan, Ann Arbor and Arizona State University have developed a sponge-like material, a new metal-organic framework that has a record breaking surface area. This kind of material can be very useful for many industrial applications such as catalysis, separation, and gas storage. 

Breakthrough to Advance Hydrogen Car Production

Hydrogen Car Production One of the main hurdles in the field of hydrogen car research is the development of a good fueling system. Professor Issam Mudawar along with his research team has developed a hydrogen storage system that would allow a car tank to be filled in five minutes and you can drive on that fuel for 300 miles.

Understanding How Water Molecules Split

Water Molecules Plants produce energy with the help of photosynthesis. One of the important steps of photosynthesis is splitting water into hydrogen and oxygen and release of energy in this process. Scientists are trying to duplicate this process in the laboratory for the production of energy i.e. hydrogen fuel. Hydrogen fuel is a clean and green alternative fuel. Now researchers are observing single oxygen atoms hopping on a metal oxide slab, glowing brighter here and dimmer there. This very process is helping chemists to understand how water splits into oxygen and hydrogen in a better way. This process is increasing the understanding of the chemical reaction that had previously only been talked about. This reaction will assist us in future to generate hydrogen fuel from water or to clean contaminated water.

Eco-Friendly Fuels at I-5 Rest Stops

Eco-Friendly Fuels Common man and policy makers both are increasingly being made aware of the importance of clean and green fuels in near future. The governors of 3 states have come forward with a plan to transform Interstate 5 from a freeway dotted by gasoline burners to a sanctuary for eco-friendly cars and trucks. The people chalking out this plan are Marty Brown, Gregoire's legislative liaison, California Governor Arnold Schwarzenegger and Oregon Governor Ted Kulongoski. 

New Hydrogen Purification Method

Hydrogen Purification This feeling is making inroads into many hearts and minds that we need clean and green fuel. Hydrogen is the simplest element known to us. Its atom contains just one proton. It is also lighter than air and doesn’t exist alone on this planet. It is always found in combination with other elements. People see hydrogen as an alternative fuel but it has its own drawbacks. One of the biggest hurdles in hydrogen fuel is its purification. It can act as fuel for fuel cells but present methods of purification are not so efficient and effective.

Hydrogen Fuel From Non-food Sources

Woodchip Fuel Tomorrow our vehicles may derive power by enzymes. These enzymes may originate from the cellulose of woodchips or grass and instead of emitting poisonous gases they will exhale hydrogen. We know that when hydrogen is burned, the only emission it makes is water vapor, so a key benefit of hydrogen fuel is that when burned, carbon dioxide (CO2) is not produced. Clearly, hydrogen is less of a pollutant in the air because it omits little tail pipe pollution. Hydrogen also has the potential to run a fuel-cell engine with better effectiveness over an internal combustion engine. 

New Method for Realizing Hydrogen Potential

Hydrogen Potential Hydrogen-powered fuel cells hold enormous promise as a power source for future generations. Hydrogen is the simplest element known to humans. Each atom of hydrogen has only one proton. It is also the most abundant gas in the universe. Hydrogen has a unique property. It carries the highest energy content of any common fuel by weight (about three times more than gasoline), but interestingly it has the lowest energy content by volume (about four times less than gasoline). Hydrogen is the lightest element, and it is a gas at normal temperature and pressure. Hydrogen is not a widely used fuel today but it has great potential as an energy carrier in the future. Hydrogen can be produced from a variety of sources (water, fossil fuels, and biomass) and is a byproduct of other chemical processes.

University Team Helps Nissan Unveil its Green Future

Nissan Green Future We all are familiar with the reality of fossil fuels, their side effects, soaring prices and their impact on common man who cares to drive an automobile. A Sunderland University team is working tirelessly to create a hydrogen powered car. It will be a significant step forward in developing a mass produced green vehicle. It is named as Nissan Almera. Under the leadership of Dirk Kok, from the Institute of Automotive and Manufacturing Advanced Practice (AMAP), the university research team, has adapted a Nissan Almera that will lead Nissan to its green vehicle. The vehicle will not emit poisonous fumes from its exhaust but water.

BMW officially announces the BMW Hydrogen 7



Closely following a sighting of a Hydrogen-powered 7 series during testing, BMW officially announced the Hydrogen 7 today. The car is touted as the first hydrogen-drive luxury performance automobile for everyday use. The BMW Hydrogen 7 will be built in a limited series, and sold to select customers in the U.S. and overseas in 2007. The engine in the Hydrogen 7, a derivative of the 7 series 12 cylinder engine, is capable of running on gasoline or hydrogen, and produces 260 hp. The car will accelerate from 0 to 62.1 mpg in 9.5 seconds. The ability to run on both gasoline and hydrogen gives the Hydrogen 7 a range of more than 400 miles. The high tech hydrogen storage tank has a capacity of approximately 17.6 lb of liquid hydrogen, giving the Hydrogen 7 a cruising range in hydrogen mode upwards of 125 miles. The gasoline mode accounts for an additional 300 miles of cruising range. The driver is the one who decides which fuel to use, with a smooth transition between both operating modes, since the engine power and torque remain identical regardless of the fuel used.

[Source: BMW, full press release after the jump. Also, see more pictures of the Hydrogen 7 here]

Munich/Los Angeles, CA - September 12, 2006... BMW today announced the introduction of the new BMW Hydrogen 7, the world's first hydrogen-drive luxury performance automobile for everyday use. The car - a vehicle that has undergone the regular Product Development Process - will be built in a limited series and deployed to selected users in the U.S. and other countries in 2007. It is equipped with an internal combustion engine capable of running either on hydrogen or on gasoline and based on the BMW 7 Series.

Hydrogen technology dramatically reduces emissions generated by personal transport and, in particular, minimizes the emission of CO2. Running in the hydrogen mode, the BMW Hydrogen 7 essentially emits nothing but vapor. And, unlike fossil fuels and traditional gasoline, hydrogen is available in virtually infinite supply. With the BMW Hydrogen 7, the BMW Group is laying down a marker for sustainable mobility. This car will play a pioneering role in driving forward hydrogen technologies. BMW has gained an excellent reputation for significantly reducing fuel consumption and CO2 emissions by using ultra efficient, yet very dynamic gasoline engines. Together with clean performance diesel cars and the technologically advanced hybrid systems currently under development within the BMW EfficientDynamics project, the BMW Group has a clear strategy for sustainable mobility with hydrogen as the ultimate solution.

With all the comforts and amenities of a non-hydrogen BMW 7 Series, the BMW Hydrogen 7 is powered by a 260 hp twelve-cylinder engine and accelerates from 0-62.1 mph in 9.5 seconds. Top speed is limited electronically to 143 mph. The BMW Hydrogen 7 also features a dual-mode power unit - controlled at the touch of a button - that can switch quickly and conveniently from hydrogen to conventional premium gasoline.

The car's dual-mode drive provides an overall cruising range of more than 400 miles and enables the driver of a BMW Hydrogen 7 to enjoy virtually unlimited mobility, even when far away from the nearest hydrogen filling station. This technology is a viable solution until the hydrogen infrastructure is fully developed.

BMW CleanEnergy: paving the way into the future.

The BMW Hydrogen 7 perfectly captures the essence of the BMW CleanEnergy strategy. By using hydrogen produced from water and renewable energy, such as wind, sun or hydropower, in an internal combustion engine, the car's emissions are essentially nothing but vapor. And, with this emitted water vapor, the cycle can start again and the dream of sustainable mobility without using fossil fuel resources and without impacting the earth's climate can become a reality. The complete change from a fossil fuel infrastructure to a hydrogen economy will require decades, but with the Hydrogen 7, BMW shows that bringing hydrogen technology to the road is indeed feasible.

BMW Hydrogen 7: Industrializing hydrogen technologies.

The BMW Hydrogen 7 has successfully completed the entire Product Development Process (PDP) obligatory for all new BMWs. In this process, all components of the new technology were integrated into the overall vehicle according to the same challenging criteria applied to "regular" production cars. The BMW Hydrogen 7 is not a hand made concept car, but rather, a milestone in industrializing hydrogen technologies for automotive use.

The knowledge gained in the PDP has not only made a decisive contribution to the everyday driving qualities of the BMW Hydrogen 7, but it will also significantly impact the development and production of future hydrogen car concepts, with the principle of dual-mode drive and the features of other components now going through the strict test of everyday driving practice.

Dual-mode combustion engine for enhanced flexibility.

While cruising range is a significant consideration to consumers in any car, BMW recognizes that it is of critical importance in a hydrogen-powered vehicle, because there is not yet a full network of hydrogen filling stations in the United States.

For precisely this reason, the BMW Hydrogen 7 features dual-mode drive technology and a combustion engine capable of running on both hydrogen and gasoline. The cruising range in the hydrogen mode is more than 125 miles, with another 300 miles in the gasoline mode. Thus, the driver of a BMW Hydrogen 7 is able to use the vehicle without problem even when the nearest hydrogen filling station is far away.

The BMW Hydrogen 7 clearly proves that liquid hydrogen may by all means be used as a source of energy for the production car. By introducing the BMW Hydrogen 7, the BMW Group establishes powerful momentum for the ongoing development of a supply infrastructure serving above all to set up additional hydrogen filling stations providing sustained mobility on a broad basis also in the future.

Two tanks: Smooth transitions and maximum cruise range.

To offer the longest conceivable cruising range, the BMW Hydrogen 7 comes with both a conventional 74-litre (16.3 Imp gal) gasoline tank and an additional fuel tank taking up approximately 8 kilos or 17.6 lb of liquid hydrogen. Stored in a high tech tank, liquid hydrogen offers significant advantages in energy density enhancing the cruising range of the hydrogen car.

The driver is able to switch from hydrogen to gasoline mode manually by pressing a button on the multifunction steering wheel. Because engine power and torque remain exactly the same regardless of the mode of operation, switching from one mode to another has no effect on the driving behavior and performance of the BMW Hydrogen 7.

The control system in BMW Hydrogen 7 gives priority to the use of hydrogen. And, should one of the two types of fuel be fully consumed, the system will automatically switch over to the other type of fuel in the interest of secure, ongoing supply.

Luxury class comfort for four.

The BMW Hydrogen 7 is a four-seater with the two passengers at the rear enjoying the same high standard of comfort in the world's first hydrogen car developed for everyday use as in one of BMW's "regular" luxury performance vehicles.

The BMW Hydrogen 7 comes with an unusually wide range of standard features. In addition to the high level of equipment featured from the start in the BMW 760i, the BMW Hydrogen 7 comes inter alia with climate comfort composite glazing, BMW's high-end automatic air conditioning, auxiliary heating, electric seat heating for the driver, front passenger and rear seats, lumbar supports, electric seat adjustment with memory function on the front seats, ISOFIX child seat fastenings, Park Distance Control, a rain sensor, exterior and interior mirrors with automatic anti-dazzle, Soft Close Automatic for the doors and a headlight assistant. A complete entertainment and communication package adds to the comfort a BMW 7 Series can provide.

Progress without compromises.

BMW Hydrogen 7 emphatically proves that changing over to an alternative form of energy doesn't mean missing out on superior driving dynamics and comfort. The departure from fossil fuel does not in any way mean giving up the dynamics and performance typical of a BMW. Mobility of tomorrow and driving pleasure of today are compatible, with the drive concept of BMW Hydrogen 7 being directly transferable to future models. Driving a car of this caliber will be just as thrilling in the future as it is today, but at the same time cleaner than ever before.

BMW Group: "Sustainability. It can be done."

Sustainable action and corporate success belong together. With this clear commitment, the BMW Group has integrated sustainability as part of its corporate strategy for many years and takes responsibility for its products throughout their entire life cycle - from production to end-of-life recycling. The BMW CleanEnergy strategy aims to create a sustainable future for individual mobility independent of fossil fuels. With BMW EfficientDynamics, the company enhances fuel economy with every new product while still offering the customer the best in class performance.

With recycling-optimized product design and life cycle assessment, BMW reduces the impact on the environment. The use of benchmark technologies in its clean production program significantly reduces the consumption of water and energy during the production process. There are many examples of the advantages of adhering to BMW's mantra, "Sustainability. It can be done." The benefits are enjoyed by not only the company and its associates, but also the environment and, most importantly, the customer. To learn more about BMW Group and sustainability, please visit www.bmwgroup.com/sustainability.

To Run Your Car on Tap Water!


PRELIMINARY PLANS

TO RUN YOUR CAR ON TAP WATER!

IT ALSO WORKS ON YOUR
TRUCK / RV / MOTORCYCLE / AIRPLANE (ETC)


Introduction                                                                                     

It is suggested you try this out to begin with on a second vehicle you own, one that you don't need to live with everyday, until you perfect this technology.

Do-it-yourself plans allow the individual (that's you and me, folks) to make a difference. This is the easiest and lowest-cost way to convert your car to run on (relatively) free energy.

Now, with existing technology, anyone can stand up and make a difference by reducing the local automotive pollution, eliminate gasoline expenses, help restore our atmosphere, and breathe a little easier.

In putting these plans into operation, you will be making use of your entire existing system except for the fuel tank and the catalytic converter.

The Plan

Build and install a low-cost alternative method for running your vehicle (internal combustion engine) on tap water, using off-the-shelf components.

This is simply an efficient way to convert ordinary tap water into gaseous hydrogen and oxygen, and then burn these vapors in the engine, instead of gasoline.

This "minisystem" runs easily from your existing battery and electrical system, and it plugs into your carburetor with simple off-the-shelf fittings.

You will be installing a plastic water tank, a control circuit, a reaction chamber, a hi-pressure carb/FI fitting, and 3 gauges, and then hooking into your existing carb/FI.

The simplicity comes from its being an "on-demand" system requiring no fancy storage or plumbing. You crank the gas pedal or throttle, and you electrically create more vapor for immediate consumption, on demand; low-high flow rate as needed, from idle to maximum power. The only real change is that you are using tap water as fuel, instead of the traditional petroleum-based fuel.

Given a choice, which way would you choose?

Frequently Asked Questions

Q: Does it really work ?
A: Yes; this is well-established technology dating back to stainless steel. But be sure to follow these instructions using the proper mechanical and electrical assembly techniques, as this plan incorporates the best qualities of several techniques.

Q: How does it qualify as "free energy"?
A: If you're paying someone for the water you use, then it is not strictly free. But the alternative is to keep buying into expen$ive ga$oline and its resultant hydrocarbon pollution.

Q: Is it safe?
A: Technically, it is safer than running on fossil fuel because you are no longer choking on your own emissions (health-wise). In general, it is practically as safe as your current gasoline arrangement. You will be installing a few simple safety devices, using current automotive standards.

Q: What kind of performance can I expect?
A: Properly adjusted, your modified vapor-only fuel system will run cooler, and at a modestly higher power level. The mileage performance expected from this design ranges from 50-300 mpg (of water), depending on your adjusting skills.

Q: Can I do the modification myself?
A: Why not? If you don't have any mechanical skills, and you know someone with basic mechanical and/or electrical skills, you can even delegate some of the construction. If you are using a fuel-injected engine, you may have to get a mechanic's opinion. [There will have to be an adapter inserted into the fuel-injection system, just as you would have to do if you were going to run on propane, hydrogen, or natural gas. Ed.)

Q: What is the environmental impact that my vehicle will have?
A: It will be producing H20 steam (water vapor) and unburnt O2 (Oxygen). Hence, it will be cleaning the environment, rather than dumping nauseous toxins into it. Plus you will be helping to save our dwindling supply of atmospheric oxygen. Any excess vapor in the reaction becomes either steam or oxygen. You can also expect to be receiving more than casual interest from those around you.

Q: Isn’t this really a steam engine?
A: No. Really. Exceedingly high temperature and pressure are not used. This is strictly an internal-combustion engine (burning orthohydrogen) with residual steam in the exhaust as a by-product.

Read This

There are a few things you should know about gasoline:

Gasoline as a fuel is not necessary; it is optional.

Gasoline versus Water

There is a lot of thermochemical energy in gasoline, but there is even more energy in water. The DOE (Department of Energy) has quoted about 40%, so it is probably much more than that.

Most people are unaware that "internal combustion" is defined as "a thermo-vapor process" — as in "no liquid in the reaction." Most of the gasoline in a standard internal combustion engine is actually consumed, (cooked, and finally, broken down) in the catalytic converter after the fuel has been not-so-burnt in the engine. Sadly, this means that most of the fuel we use in this way is used only to cool down the combustion process, a pollution-ridden and inefficient means of doing that.

How It Works

Exceedingly simple. Water is pumped as needed to replenish and maintain the liquid level in the chamber. The electrodes are vibrated with a 0.5-5A electrical pulse which breaks 2(H2O) => 2H2 + O2. When the pressure reaches say 30-60 psi, you turn the key and go. You step on the pedal, you send more energy to the electrodes, and thus more vapor to the cylinders; i.e. fuel vapor on demand.

You set the idle max-flow rate to get the most efficient use of power, and you're off to the races.

In the big picture, your free energy is coming from the tap water in an open system, as the latent energy in the water is enough to power the engine and hence drive the alternator and whatever belt-driven accessories. And the alternator is efficient enough to run the various electrical loads (10 - 20 amps), including the additional low current to run this vapor reaction. No extra batteries are required.

STEP BY STEP CONSTRUCTION  (Please refer to diagrams)

OVERVIEW - Here is the suggested sequence of steps:

1.    Install the CHT (or EGT) gauge and measure your current operating temp range (gasoline), for comparison.

2.    Build and test the controller to verify the correct pulse output.

3.    Build the reaction chamber and test it with the controller (i.e pressure out).

4.    Install the tank, controller, chamber, and pressure fittings.

5.    Run engine and adjust the control circuit as necessary for best performance.

6.    Install the stainless steel valves and get the pistons/cylinders coated with ceramic.

7.    Coat the exhaust system with ceramic without the catalytic converter (or let it rust out and then replace the whole dang thang with stainless steel pipe sections).

YOU WILL NEED

·         plastic water tank with pump and level sensor.
·         control circuit, wiring, connectors, and epoxy.
·         reaction chamber with electrodes and fittings.
·         3/8" stainless steel flex-tubing, fittings and clamps.
·         carb/FI vapor-pressure fitting kit. - pressure, CHT (or EGT), & level gauges.
·         stainless steel valves.
·         copper mesh junction.
·         ceramic surface treatment for cylinders & pistons.
·         stainless steel or ceramic treated exhaust assembly.

BASIC TOOLS

·         drill, screwdriver and pliers
·         hole cutter
·         wire-wrap, solder-iron and clippers
·         DVM and oscilloscope.

REACTION CHAMBER

Construct as shown in the diagrams. Use a section of 4" PVC waste pipe with a threaded screw-cap fitting on one end and a standard end-cap at the other. Make sure to drill-and-epoxy or tap threads thru the PVC components for all fittings. Set and control the water level in the chamber so that it well submerses the pipe electrodes; yet leave some headroom to build up the hydrogen/oxygen vapor pressure. Use stainless steel wires inside the chamber or otherwise use a protective coating; use insulated wires outside. Ensure that the epoxy perfects the seal, or otherwise lay down a bead of water-proof silicone that can hold pressure.

The screw fitting may require soft silicone sealant, or a gasket; its purpose is to hold pressure and allow periodic inspection of the electrodes. No leaks, no problems. Make sure you get a symmetric 1-5mm gap between the 2 stainless steel pipes. The referenced literature suggests that the closer to 1mm you get, the better. You will want to get your chamber level sensor verified before you epoxy the cap on.

Make your solder connections at the wire/electrode junctions nice, smooth, and solid; then apply a water-proof coating, e.g. the epoxy you use for joining the pipes to the screw cap. This epoxy must be waterproof and be capable of holding metal to plastic under pressure. You will want to get your chamber level sensor verified before you epoxy the cap on.

CONTROL CIRCUIT

The diagrams show a simple circuit to control and drive this mini-system. You are going to make a 'square-pulse' signal that 'plays' the electrodes like a tuning fork; which you can watch on an oscilloscope. The premise given by the literature is: the faster you want do go down the road, the 'fatter' you make the pulses going into the reaction chamber. Duty cycle will vary with the throttle in the vicinity of 90%MARK 10%SPACE (OFF/ON).

There is nothing sacred about how the pulse waveform is generated; there are many ways to generate pulses, and the attached diagrams show a few. The diagram shows the NE555-circuit approach from the referenced patent. The output switching transistor must be rated for 1-5 amps @ 12VDC (in saturation).

Go with a plan that works for you or your friendly neighborhood technoid or mechanic, and go get all the circuit elements from your local electronics store, such as Radio-Shack or Circuits-R-Us, including the circuit board, IC sockets, and enclosure/box.

DigiKey has better selection, service, and knowledge; plus they have no minimum order. Be sure to use a circuit board with a built-in ground plane, and to accommodate room for mounting 2 or 3 of the gauges. Mounting the reaction chamber in the engine compartment will require running a stub to your pressure gauge where you can watch it.

You can easily make 30-gauge wire-wrap connections between the socket pins and thru-hole discrete components having wire leads. Also make sure to get spec sheets on any IC you use. More details of the best circuits to use will be announced pending prototype testing. You will want to get your chamber level sensor verified before you epoxy the cap on.

Throttle Control

If you have a throttle position sensor, you should be able to access the signal from the sensor itself OR from the computer connector. This signal is input to the circuit as the primary control (i.e. throttle level = pulse width = vapor rate).

If you don't have such a signal available, you will have to rig a rotary POT (variable resistor) to the gas linkage (i.e. coupled to something at the gas pedal or throttle cable running to the carb or FI. If you make the attachment at the carb/FI, be sure to use a POT that can handle the engine temp cycles. Don't use a cheezy-cheapy POT; get one rated for long life and mechanical wear; mount it securely to something sturdy and stationary that will not fall apart when you step on the gas.

Control Range. The full throttle RANGE (idle-max) MUST control the vapor rate, i.e. pulse-width (duty). The resistor values at the throttle signal must allow the throttle signal voltage, say 1-4 Volt swing, to drive the VAPOR RATE. You will be using this voltage swing to generate a 10% ON 'square' pulse. The patent implies using a 'resonant' pulse in the 10-250 KHz frequency range; but it is not explicitly stated so.

In this circuit, you will simply tune to whatever frequency makes the most efficient vapor conversion. You will have to get into the specs for each IC you use, to insure you connect the right pins to the right wires, to control the frequency and pulse width. You can use spare sockets to try out different discrete component values. Just keep the ones that are spec-compatible in the circuit, and get the job done.

You crank up the throttle signal and put more electrical energy (fatter pulses) into the electrodes; verify you can get 10% duty on the scope (2 - 100 usec on the horizontal time-base). Your averaging DVM will display the 90%-10% DC voltage across the output transistor (Vce or Vds or Output to Ground). Set and connect DVM in the supply current and measure .5 - 5 amps, without blowing the DVM fuse. Now verify that you got everything you wanted.

Verify your wiring connections using your DVM as a continuity detector. Check your wiring 1 at a time and yellow line your final schematic as you go. You can best use board-mount miniature POTs for anything you want to set-and-forget. The LEDs are there to give you a quick visual check of normal vs abnormal operation of your new creation. You will want to get your chamber level sensor verified before you epoxy the cap on.

CARB/FI CONNECTION

The diagram also shows that fittings are required to the carb/FI l. There are ready-made kits (such as by Impco) available for making your pressure fittings to the carburetor or fuel-injector as the case may be. You will necessarily be sealing the built-in vents and making a 1-way air-intake.

The copper mesh comprises the inadvertent backfire' protection for the reaction chamber. Make sure that all vapor/duct junctions are air-tight and holding full pressure without leakage. Your new 'system' is considered successful and properly adjusted when you get the full power range at lower temp and minimum vapor flow without blowing the pressure safety valve.

CHT (or EGT)

Monitor your engine temp with the CHT (cylinder head temp) or EGT (exhaust gas temp) instead of your original engine temp indicator (if any). Your existing gauge is too slow for this application and will not warn you against overheating until after you have burnt something. Make sure that your engine runs no hotter than in the gasoline arrangement. VDO makes a CHT gauge with a platinum sensor that fits under your spark plug against the cylinder head (make sure it is really clean before you re-install your spark plug (as this is also an electrical ground).

ENGINE/EXHAUST TREATMENT

Get the valves replaced with stainless steel ones and get the pistons/cylinders ceramic-treated ASAP when you have successfully converted and run your new creation. Do not delay as these items will rust, either by sheer use or by neglect (i.e. letting it sit). You could make max use of your current exhaust system by using it with your new deal until it rusts through, then have your mechanic or welder friend to fit a stainless steel exhaust pipe (no catalytic converter is required). But it could be easier and cheaper to send your existing exhaust system out for the ceramic treatment, and then simply re-attach it to the exhaust ports.




GENERAL

1.    Do not discard or remove any of the old gasoline setup components, e.g. tank, carb/FI, catalytic converter, unless necessary. Better to always leave an easy way to revert back to something that at least runs, just in case. Some people are leaving their gasoline setup completely intact, and switching back and forth at will, just to have a backup plan.

2.    Set your throttle circuit so that you get minimum vapor flow at idle, and maximum vapor flow at full power without blowing the pressure relief valve. In this way, you control how 'lean' your mixture is by the strength of the pulse (i.e. “fatness” at the optimum pulse frequency).

3.    If you just don't get enough power (at any throttle setting), it means that you need to (1) change the pulse frequency, (2) change the gap between the electrodes, (3) change the size (bigger) electrodes, or (4) make a higher output pulse voltage (last resort). Always use an output transistor, such as a MOSFET, that is rated for the voltage and current you need to get the job done. OK so you might have to play around with it some. Isn't that where all the Fun is anyhow?

4.    If you get any engine knock our loud combustions (not compensated by adjusting the timing), it means that you need to install an additional coil in the chamber, and drive the coil with an additional pulse signal (about 19 Hz on the .1sec time base (see diagram). Here, you will be slowing down the burn rate just enough so that the vapors burn thru out the power stroke of the piston. Be sure to include a board-mount POT to set the correct strength of this 2nd pulse signal into the coil. This is a stainless steel coil of about 1500 turns (thin wire) that you can arrange like a donut around the center pipe (but NOT touching either electrode), directly over the circular 1-5mm gap. You want no knocking at any power/throttle setting; smooth power only, but also no excess hydrogen leftover from the combustion.

5.    Build the canister(s) as tall as you can without compromising your ability to mount them conveniently near the dash panel, or in the engine compartment, as the case may be. This way, you can always make the electrodes bigger, if necessary without undue hardship. Remember that anything in the engine compartment should be mounted in a bullet-proof, vibration and temperature tolerant fashion.

6.    If you have to drill a thru-hole for wiring or plumbing thru metal, make sure to also install a grommet for protection against chafing. Always watch your chamber pressure range from IDLE (15-25 psi) - FULL POWER (30-60 psi). Set your safety-pressure relief-valve to 75 psi and make sure it's rated for much higher.

7.    Shut OFF the power switch and pull over if there is any malfunction of the system. Your engine will last longest when it still develops FULL POWER+ at some minimum temperature that we are sure you can find, by leaning back the Royal Vapor Flow and/or by making use of the water-vapor cooling technique (see diagram). Keep good mpg performance records, and periodic maintenance/inspection. Keep it clean; save some money; clean the air; heal the planet; happy motoring; tell a friend; enjoy your freedom and self-empowerment.

8.    There lacks documented material for perfecting this vapor system thru a fuel injector; there may be some details you will discover on your own as working prototypes progress. For example, you may be restricted to inject the hydrogen/oxygen vapor without any water vapor, as it may rust the injectors. If engine temp and CHT is a problem, then you will want to re-think your plan, e.g. ceramic-coating the injectors. There is always “replacing the FI system with a Carb.”

9.    If you install the water-vapor system (for lower operating temp/stress), you will want to lean the mixture (vapor/air) for minimum vapor flow rate to achieve any given throttle position (idle - max). Make sure that you get a minimum flow for IDLE and a modestly sufficient flow for MAX, that does the cooling job without killing the combustion.

10. If you cannot find stainless steel pipe combinations that yield the 1-5mm gap, you can always regress back to alternating plates of +/- electrodes.

11. If you are concerned about the water freezing in your system, you can (a) add some 98% isopropyl alcohol and re-adjust the pulse frequency accordingly; or (b) install some electric heating coils.

12. Do not let ANYONE ever compromise your dream, your freedom, your independence or your truth.

REFERENCES

Stephen Chambers 'Apparatus for Producing Orthohydrogen and/or
 Parahydrogen' US Patent 6126794, uspto.gov
Stanley Meyer 'Method for the Production of a Fuel Gas' US Patent 4936961,
 uspto.gov
Creative Science & Research, 'Fuel From Water', fuelless.com
Carl Cella “A Water-Fuelled Car” Nexus Magazine Oct-Nov 1996
Peter Lindemann “Where in the World is All the Free Energy”, free-energy.cc
George Wiseman “The Gas-Saver and HyCO Series” eagle-research.com
C. Michael Holler “The Dromedary Newsletter” and “SuperCarb Techniques”
Stephen Chambers “Prototype Vapor Fuel System” xogen.com


Further Info,

Drawings are Given below :

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The End

Jagansindia Team
© Copyrights 2009.

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