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Hydrogen Injection
The
technology of using hydrogen as a combustion enhancement in internal combustion
engines has been researched and proven for many years. The benefits are factual
and well documented. Our own utilization of this technology.
i.e. the hydrogen injection system, has also been
tested and proven both by institutions and in hundreds of practical
applications in road vehicles.
Here
is a synopsis of a sampling of the research that has been done:
In 1974 John Houseman and D.J/Cerini of the Jet Propulsion
Lab, California Institute of Technology produced a report for the Society of
Automotive Engineers entitled "On-Board Hydrogen Generator for a Partial
Hydrogen Injection Internal Combustion Engine".
In 1974 F.W. Hoehn and M.W. Dowy
of the Jet Propulsion Lab, prepared a report for the 9th Inter society Energy
Conversion Engineering Conference, entitled "Feasibility Demonstration of
a Road Vehicle Fueled with Hydrogen Enriched Gasoline."
In
the early eighties George Vosper P. Eng., ex-professor of Dynamics and Canadian
inventor, designed and patented a device to transform internal combustion
engines to run on hydrogen. He later affirms: "A small amount of hydrogen
added to the air intake of a gasoline engine would enhance the flame velocity and
thus permit the engine to operate with leaner air to gasoline mixture than
otherwise possible. The result, far less pollution with more
power and better mileage." In 1995, Wagner, Jamal and Wyszynski, at
the
Roy MacAlister, PE of the American Hydrogen
Association states the "Use of mixtures of hydrogen in small quantities
and conventional fuels offers significant reductions in exhaust emissions"
and that "Using hydrogen as a combustion stimulant it is possible for
other fuels to meet future requirements for lower exhaust emissions in
California and an increasing number of additional states. Relatively small
amounts of hydrogen can dramatically increase horsepower and reduce exhaust
emissions."
At
the HYPOTHESIS Conference,
In the Spring of 1997, at an international conference held by the University of
Calgary, a team of scientists representing the Department of Energy
Engineering, Zhejiang University, China, presented a mathematical model for the
process of formation and restraint of toxic emissions in hydrogen-gasoline
mixture fueled engines. Using the theory of chemical dynamics of combustion,
the group elaborated an explanation of the mechanism of forming toxic emissions
in spark ignition engines. The results of their experimental investigation
conclude that because of the characteristics of hydrogen, the mixture can
rapidly burn in hydrogen-gasoline mixture fueled engines, thus toxic emissions
are restrained. These studies and other research on hydrogen as a fuel
supplement generated big efforts in trying to develop practical systems to
enhance internal combustion engine performance. A few of them materialized in
patented devices that didn't’t reach the level
of performance, safety or feasibility that would allow them to reach marketing
stages.
California
Environmental Engineering (CEE) has tested this technology and found reduction
on all exhaust emissions. They subsequently stated: "CEE feels that the
result of this test verifies that this technology is a viable source for
reducing emissions and fuel consumption on large diesel engines."
The American Hydrogen Association Test Lab tested this technology and proved
that: "Emissions test results indicate that a decrease of toxic emissions
was realized." Again, zero emissions were observed on CO. Northern Alberta
Institute of Technology. Vehicle subjected to dynamometer loading in controlled
conditions showed drastic reduction of emissions and improved horsepower.
Corrections
Canada tested several systems and concluded, "The hydrogen system is a valuable
tool in helping Corrections Canada meet the overall Green Plan by: reducing
vehicle emissions down to an acceptable level and meeting the stringent
emissions standard set out by California and British Columbia; reducing the
amount of fuel consumed by increased mileage."
Additionally, their analysis pointed out that this solution is the most cost
effective. For their research they granted the C.S.C. Environmental Award.
We
also conducted extensive testing in order to prove reliability and determine
safety and performance of the components and the entire system. As a result of
these tests, we achieved important breakthroughs as far as the designs of the
components were concerned. We have since increased the hydrogen/oxygen
production significantly. This has resulted in increased effectiveness on
engine performance.
The results of these tests were able to
confirm the claims made about this technology: the emissions will be reduced,
the horsepower will increase and the fuel consumption will be reduced.
From researching the Internet we
also found the following information
To best describe how Hydrogen Enhanced
Combustion works, we are providing this excerpt from a University Technical
Report, written by Mr. George Vosper, P.Eng.;
...a
Hydrogen Generating System (HGS) for trucks or cars has been on the market for
some time. Mounted on a vehicle, it feeds small amounts of hydrogen and oxygen
into the engine's air intake. Its makers claim savings in fuel, reduced noxious
and greenhouse gases and increased power. The auto industry is not devoid of
hoaxes and as engineers are sceptics by training, it
is no surprise that a few of them say the idea won't work. Such opinions, from
engineers can't be dismissed without explaining why I think these Hydrogen Generating
Systems do work and are not just another hoax. The 2nd law of
thermodynamics is a likely source of those doubts. Meaning ...the law -would
lead you to believe that it will certainly take more power to produce this
hydrogen than can be regained by burning it in the engine. i.e.
the resulting energy balance should be negative. If the aim is to create
hydrogen by electrolysis to be burned as a fuel, the concept is ridiculous. On
the other hand, if hydrogen, shortens the burn time of
the main fuel-air mix, putting more pressure on the pis
Does it work?
Independent studies, at different universities, using various fuels, have shown
that flame speeds increase when small amounts of hydrogen are added to air-fuel
mixes. A study by the California Institute of Technology, at its Jet
Propulsion Lab
The J.P.L. concept has unquestionably
demonstrated that the addition of small quantities of gaseous hydrogen to the
primary gasoline significantly reduces CO and NOx
exhaust emissions while improving engine thermal efficiency
A recent study
at the University of Calgary by G.A. Karim on
the effect of adding hydrogen to a methane-fuelled engine says
... The addition
of some hydrogen to the methane, speeds up the rates
of initiation and subsequent propagation of flames over the whole combustible
mixture range, including for very fast flowing mixtures. This enhancement of
flame initiation and subsequent flame propagation, reduces the Ignition delay
and combustion period in both spark ignition and compression ignition engines
which should lead to noticeable improvements in the combustion process and
performance
What happens inside the combustion
chamber is still only a guess. In an earlier explanation I suggested that the
extremely rapid flame speed of the added hydrogen oxygen interspersed through
the main fuel air mix, gives the whole mix a much faster flame rate. Dr. Brant Peppley, Hydrogen Systems Group,
The results of tests at
Corrections
Recently I took part
in the highway test of a vehicle driven twice over the same 200-kilometre
course, on cruise control, at the same speed, once with the system off and once
with it on. A temperature sensor from an accurate pyrometer kit had been
inserted directly into the exhaust manifold, to eliminate thermal distortion
from the catalytic converter. On average, the exhaust manifold temperature was
65°F lower during the second trip when the Hydrogen Generating System was
switched on. The fuel consumption with the unit off was 5.13253 km/li. and 7.2481 km/li. with it on,
giving a mileage increase of 41.2% and a fuel savings attributable to the unit
of 29.18%
From the forgoing, the
near absence of carbon monoxide and unburnt
hydrocarbons confirms a very complete and much faster burn. Cooler exhaust
temperatures show that more work is taken out during the power stroke. More
torque from less fuel at the same R.P.M. verifies that higher pressure from a
faster burn, acting through a longer effective power stroke, produces more
torque and thus more work from less fuel. The considerable reduction in nitrous
oxides (NOx} was a surprise. I had assumed that the
extreme temperatures from such a rapid intense burn would produce more NO.,. Time plus high temperature are both essential for nitrous
oxides to form. As the extreme burn temperatures are of such short duration and
temperature through the remainder of the power stroke and the entire exhaust
stroke, will, on average, be much cooler. With this in mind, it is not so
surprising that less NOx is produced when the HGS is
operating.
Assume a fuel-air mix
is so lean as to normally take the entire power stroke (180°) to complete
combustion. Educated estimates suggest the presence of nascent hydrogen and
oxygen decreases the burn time of the entire mix by a factor of ten (10). If a
spark advance of 4°
is assumed, the burn would be complete at about 14° past top dead centre.
Such a burn will be both rapid and intense. The pis
Power consumed by this
model of the electrolysis cell is about 100 watts. If an alternator efficiency
of 60% is assumed, then 0.2233 horsepower will produce enough wattage. Even on
a compact car, a unit would use less than 1/4 % of its engine's output, or
about what is used by the headlights. The energy regained from burning the
hydrogen in the engine is so small that virtually all of the power to the electrolyser must be considered lost. That loss should not,
however, exceed V4%, so that any increase in the engine's thermal efficiency
more than 1/4 %, is a real gain.
An engineering classmate
suggested a grass fire as a useful analogy to understand combustion within an
engine. The flame front of a grass fire is distinct and its speed depends in
part on the closeness of the individual blades. If grass is first sprayed with
a small amount of gasoline to initiate combustion, then all blades will ignite
almost in unison. In much the same way, small amounts of nascent oxygen and
hydrogen present in the fuel-air mix will cause a chain reaction that ignites
all the primary fuel molecules simultaneously. Faster more complete burns are
the keys to improving efficiency in internal combustion engines. Power gained
from increased thermal efficiency, less the power to the electrolysis unit, is
the measure of real gain or loss. It follows from the foregoing paragraph that
even a modest gain in thermal efficiency will be greater than the power used by
an electrolysis unit. The net result should therefore be positive. Thus onboard electrolysis systems
supplying hydrogen and oxygen to internal combustion engines, fuelled by
diesel, gasoline or propane, should substantially
increase efficiencies.
While the auto
industry searches for the perfect means of eliminating harmful emissions,
consideration should be given to what these systems can do now, since the HGS
considers reduction of harmful emissions even as the engine ages. Almost all
unburned hydrocarbons, CO and NO,, are eliminated.
Reducing hydrocarbons and CO causes a slight rise in the percentage of CO2 in
the exhaust, but as less fuel is used, the actual quantity of CO2 produced is
reduced by roughly the same ratio as the savings in fuel. In brief, noxious gas
is almost eliminated and greenhouse gas is decreased in proportion to the
reduction in fuel consumption. Nothing I have learned so far has lessened my belief
that the benefits of using electrolysis units to supply hydrogen to most types
of internal combustion engines are both real and considerable.
Reprinted
with the permission of George Vosper, P. Eng. June
1998
Roy E. McAlister, P.E.
President of American Hydrogen Association
INTRODUCTION
The carbon
equivalent of 180 million barrels of oil are burned each day to support the
Earth's growing population of 5 billion persons search for prosperity. Carbon
dioxide built up in the atmosphere has reached levels that are about 30 per
cent higher than at any time in the last 160 years. Environmental damage and
health threats due to air pollution have reached every area of the planet.
Continued dependence upon fossil fuels is detrimental to public health and is a
dangerous experiment that may have no point of return for civilization, as we
know it. Nine Americans die each hour due to air pollution.
U.S. Energy
expenditures amount to about 440 billion dollars per year. About 50 percent of
our energy is produced from foreign oil.
Finding a
solution to the difficult problems of energy sufficiency, environmental damage,
and air pollution is imperative. The solution must provide convenience for
near-term market acceptance and utilize renewable resources.
HYDROGEN
AS A COMBUSTION STIMULANT
Hydrogen burns
more rapidly than hydrocarbon fuels because it is smaller and enters combustion
reactions at higher velocity, has lower activation energy, and incurs more
molecular collisions than heavier molecules. These characteristics make it
possible to use mixtures of hydrogen with conventional hydrocarbon fuels such
as gasoline, diesel and propane to reduce emissions of unburned hydrocarbons.
Transition from fossil fuels to renewable hydrogen by use of mixtures of
hydrogen in small quantities with conventional fuels offers significant
reductions in exhaust emissions. Using hydrogen as a combustion stimulant makes
it possible for other fuels to meet future requirements for lower exhaust
emissions in
Mixing
hydrogen with hydrocarbon fuels provides combustion stimulation by increasing
the rate of molecular-cracking processes in which large hydrocarbons are broken
into smaller fragments. Expediting production of smaller molecular fragments is
beneficial in increasing the surface-to-volume ratio and consequent exposure to
oxygen for completion of the combustion process. Relatively small amount of
hydrogen can dramatically increase horsepower and reduce emissions of
atmospheric pollutants.
Reprinted
from an AHA Newsletter
More
information is available at http://www.hydrogen-boost.com