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Hydrogen on demand Systems.
No stored or compressed
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Hydrogen on demand Systems.
No stored or compressed
Hydrogen Gas.
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Save Fuel Costs,add Water to. Diesel, Petrol, Gasoline &
LPG.Vehicles.Up to 50% or more savings...
Convert Your Car,Truck,Tractor,Boat,Bus,
Coach.
Water fuel technology has been around for
over 100 years...
The first internal combustion engines ran on Hydrogen
(made from water) for the first 8 years until they
"invented" gasoline or petrol.
LPG.Vehicles.Up to 50% or more savings...
Convert Your Car,Truck,Tractor,Boat,Bus,
Coach.
Water fuel technology has been around for
over 100 years...
The first internal combustion engines ran on Hydrogen
(made from water) for the first 8 years until they
"invented" gasoline or petrol.
Purdue University 765.494-INFO (4636)
504 Northwestern Avenue
West Lafayette, IN 47907-2103
visitorcenter@purdue.edu
Amazing Diesel Test Results Average 15%
Improvement with Hydrogen Gas
The hydrogen/oxygen generator was first developed in 1918 by Charles
Frazer. Hydrogen boost systems help improve combustion characteristics
of petroleum based fuel sources. The gases created act as a catalyst to
the fuel, creating better propagation, and more complete combustion.
They also are said to reduce hydrocarbons in the exhaust, reducing
emissions.
Problems and Difficulties:
Early on in the project, problems arose and were overcome. As part of
the original plan, an International Powerstroke 6.0L turbo-diesel engine
was to be used. Shortly after delivery, it was revealed that the
dynamometer housed in the ABE building was too small to absorb the
amount of power, or handle the operating speeds of the engine. Once
discovered, it was decided to utilize the John Deere engine that was
currently set up for dynamometer operation. This setback actually
shortened installation time, as the engine was already attached to the
dynamometer.
Another crucial problem came about when the existing fuel consumption
meters malfunctioned. New meters were purchased, installed and
calibrated for the fuel types to be used.
Upon receiving the vegetable oil fuel system from GreaseCar.com, it was
realized that vegetable oil fuel should not pass through the original diesel
fuel filter. To solve this problem, a series of fuel filters was installed in the
shape of a parallel electric circuit, along with fuel shutoff valves to ensure
proper isolation of the different fuel sources. This also prevented cross-
contamination between fuels, which could have possibly altered the
outcome of the tests.
Fran’s Comments:
The raw data from the report was much more valuable than the brief
analysis by the students who published their report. For example the
increase in torque or decrease in fuel used at an arbitrary rpm and throttle
setting is quite meaningless. Their report of fuel consumption at 1100
RPM and maximum torque achieved is one point on a chart of over one
hundred points. If we were to cherry pick one point that highlights the best
Hydrogen Boost performance we could show a 61.4% improvement with
petroleum diesel and a 57.5% improvement with vegetable oil, by the use
of our hydrogen generator alone. These points are as meaningless as
the arbitrary point chosen by the students. Only the cumulative
improvement across the whole range of operating conditions gives us a
good picture of the effect of Hydrogen Boost on the diesel combustion.
The average of the three improvements we calculated above is an
impressive 15%.
Or if we wanted to analyze the affects of Hydrogen Boost at the most
frequent engine operating condition likely during our expected operation
we should look at the following. According to our diesel tractor trailer
customer who is doing extensive testing with Hydrogen Boost the most
frequent operating condition of the engine on the road is at 1300 to 1400
RPM at heavy throttle. If we take the results reported for 100% throttle at
1300 RPM with petroleum diesel fuel we see a 31.6% increase in work
done per gallon of diesel fuel used. If this result proved to be the same on
the big diesel engines in our tractor trailer fleet we would expect over 30%
mileage increase with the addition of the Hydrogen Boost hydrogen
generator alone. Though I do not expect this kind of increase with
Hydrogen Boost on tractor trailers I am quite confident that there is much
more to this technology than I had previously expected.
These calculations are real comparisons in that they are not comparing
fuel consumption at a single throttle setting (giving different torque in each
test) but instead are comparing the amount of work done by the set
amount of fuel; which could be assumed to be somewhat equivalent to our
normal reporting of miles per gallon.
For those skeptics that doubt these results I want to assure you that the
power to produce the hydrogen came from the alternator of the engine
being tested. I must say that I am very impressed because I have only
expected maybe a 5% improvement with the Hydrogen Generator alone.
Just think what the complete Hydrogen Boost system might achieve.
Also please note that the vegetable oil test proved the ability of vegetable
oil to produce more torque at a lower fuel consumption rate than
petroleum diesel fuel. What makes this even more noteworthy is that the
energy content by weight of the vegetable oil is actually 11% less than
petroleum diesel fuel (see table below). Note that the vegetable oil was
heated to engine coolant temperature before injection. I am certain that if
our fuel heater was used on the petroleum diesel and bio-diesel tests it
would have shown even more of an improvement.
On Road Diesel:
10315.84 cal/g
B20:
9918.24 cal/g
Vegetable Oil:
9191.37 cal/g
Over the last couple months I have been in contact with a couple students
and their professor at Purdue University who wanted to do a senior project
testing Hydrogen Boost on a diesel engine with an engine dynamometer.
The test used three types of fuel, petroleum diesel, bio-diesel, and
vegetable oil. I would like to give the students’ and professor’s names but
have not asked them for permission so I will hold that in confidence unless
they contact me with permission. I will publish a few pictures in this article
however.
The students were furnished with a Diesel small vehicle Hydrogen Boost
system but could not use the engine treatment without permanently
altering the engine (the treatment is a permanent engine treatment) so
they did not test that part of the system. The fuel heater was not used
either because of concern about the lubrication of the internal parts of the
mechanical injection pump. So the only part of our system that was tested
was the hydrogen generator, which produces Brown’s gas. I asked for not
only the final report, which was impressive in itself, but I asked for and
received the raw test data so I could analyze it and produce my own report.
Analysis:
For the petroleum diesel fueled tests I took data from the spreadsheets
provided, and divided the horsepower produced at each engine setting
with the fuel consumption at that setting. This gives us an amount of work
done per gallon of fuel used, in units of hp/gal/hr or hp x hr/gal. I then
added up all the calculations for each throttle setting and rpm setting of
the entire test and compared the final totals to get the following:
Without Hydrogen boost the total was 254.14 and with Hydrogen Boost the
total was 288.49 for an increase in work accomplished of 13.52%.
For the vegetable oil fueled tests the data was in a different format. There
were two sets of data given. One was torque (lb-ft) for varying SFC
(lb/hph) values. And the other was torque (lb-ft) for each rpm at throttle
settings of 100%, 75%, 50%, and 25%. On each set of data more torque
meant better efficiency or performance. The total of the data point was
added and compared with the following results.
Torque for varying SFC settings totaled 13,839 without Hydrogen Boost
and 16,272 with Hydrogen Boost for an increase of 18.36%.
Torque for each rpm at the various throttle settings totaled 4065.5 without
Hydrogen Boost and 4579.4 with Hydrogen Boost for an increase of
12.64%. This does not take into account the savings in fuel.
Comparing the charts for the vegetable oil tests with and without Hydrogen
Boost, you will notice an even better improvement with Hydrogen Boost
than the petroleum diesel tests. Also comparing the charts for the bio-
diesel tests with and without Hydrogen Boost, you will notice an even
better improvement than with either of the other two fuels.
Reported results in the Purdue University study included the following:
Fuel Consumption (measured at max torque)
On Road Diesel:
0.072 gal/hp-hr @ 1100 rpm
On Road Diesel w/Hydrogen:
0.065 gal/hp-hr @ 1100 rpm
Vegetable Oil:
0.064 gal/hp-hr @ 1100 rpm
Vegetable Oil w/Hydrogen:
0.060 gal/hp-hr @ 1100 rpm
Fuel Efficiency increase/decrease (compared to on road petroleum diesel)
On Road Diesel w/Hydrogen:
9.72%
Vegetable Oil:
11.11%
Vegetable Oil w/Hydrogen:
16.67%
Following is from the Purdue University students’ Report:
Abstract:
Dynamometer tests have been performed on a 4.5L John Deere diesel
engine to obtain torque, horsepower, and specific fuel consumption by
testing the fuels individually and also using hydrogen assist with each.
The data was compiled into total performance maps. Fuels tested include
on road diesel, bio-diesel (B20) and vegetable oil (canola oil).
Objective:
The objective was to perform dynamometer tests on a 4.5L JD diesel
engine to obtain total performance maps from the following data. The
total performance maps provided information on whether the vegetable oil
or the hydrogen boost system help in reducing fuel consumption.
Overall, six dynamometer tests were run with different fuel combinations in
order to determine the performance analysis of the two systems. Three
fuel types were used, including on road diesel, B20 bio-diesel blend, and
canola oil. With each of these three fuels, tests were executed both with
and without hydrogen assist. Each test was compared to the 100%
petroleum diesel, which was the baseline control test. In order to maintain
consistency and an unbiased evaluation, all tests were performed on the
same John Deere engine, using the same dynamometer, under the same
procedure.
Before any dynamometer tests were run, each fuel type’s energy content
was calculated by way of heat of combustion assessments. An adiabatic
bomb calorimeter was used for these processes. By calculating the
energy content (observed in calories per gram of fuel) of each fuel, a
theoretical analysis could aid in prediction of each fuel’s relative power
output.
Two systems were supplied for these tests. One system was a vegetable
fuel system contributed by GreaseCar.com. This system was a complete
secondary fuel system designed to be integrated into the existing fuel
system. The principle behind this system was to use waste vegetable oil
gathered from places such as restaurant deep fryers. Even though the kit
was designed to use waste vegetable oil, new Crystal Cottonseed/Canola
oil blend. Using new oil ensured consistency during testing.
The second system was a Hydrogen assist unit contributed by Hydrogen-
boost.com. Through the process of hydrolysis, the system separated
water into hydrogen and oxygen. The separated gases were then
directed into the airflow prior to the air cleaner.
The use of vegetable oil as a fuel source has been around for over 100
years. The first documented use was demonstrated by Otto at the 1900
World’s fair, using peanut oil. Also, Rudolf Diesel’s invention was
originally intended to operate on peanut oil, but it was discovered that the
diesel engine could run on cheaper petroleum oil.
504 Northwestern Avenue
West Lafayette, IN 47907-2103
visitorcenter@purdue.edu
Amazing Diesel Test Results Average 15%
Improvement with Hydrogen Gas
The hydrogen/oxygen generator was first developed in 1918 by Charles
Frazer. Hydrogen boost systems help improve combustion characteristics
of petroleum based fuel sources. The gases created act as a catalyst to
the fuel, creating better propagation, and more complete combustion.
They also are said to reduce hydrocarbons in the exhaust, reducing
emissions.
Problems and Difficulties:
Early on in the project, problems arose and were overcome. As part of
the original plan, an International Powerstroke 6.0L turbo-diesel engine
was to be used. Shortly after delivery, it was revealed that the
dynamometer housed in the ABE building was too small to absorb the
amount of power, or handle the operating speeds of the engine. Once
discovered, it was decided to utilize the John Deere engine that was
currently set up for dynamometer operation. This setback actually
shortened installation time, as the engine was already attached to the
dynamometer.
Another crucial problem came about when the existing fuel consumption
meters malfunctioned. New meters were purchased, installed and
calibrated for the fuel types to be used.
Upon receiving the vegetable oil fuel system from GreaseCar.com, it was
realized that vegetable oil fuel should not pass through the original diesel
fuel filter. To solve this problem, a series of fuel filters was installed in the
shape of a parallel electric circuit, along with fuel shutoff valves to ensure
proper isolation of the different fuel sources. This also prevented cross-
contamination between fuels, which could have possibly altered the
outcome of the tests.
Fran’s Comments:
The raw data from the report was much more valuable than the brief
analysis by the students who published their report. For example the
increase in torque or decrease in fuel used at an arbitrary rpm and throttle
setting is quite meaningless. Their report of fuel consumption at 1100
RPM and maximum torque achieved is one point on a chart of over one
hundred points. If we were to cherry pick one point that highlights the best
Hydrogen Boost performance we could show a 61.4% improvement with
petroleum diesel and a 57.5% improvement with vegetable oil, by the use
of our hydrogen generator alone. These points are as meaningless as
the arbitrary point chosen by the students. Only the cumulative
improvement across the whole range of operating conditions gives us a
good picture of the effect of Hydrogen Boost on the diesel combustion.
The average of the three improvements we calculated above is an
impressive 15%.
Or if we wanted to analyze the affects of Hydrogen Boost at the most
frequent engine operating condition likely during our expected operation
we should look at the following. According to our diesel tractor trailer
customer who is doing extensive testing with Hydrogen Boost the most
frequent operating condition of the engine on the road is at 1300 to 1400
RPM at heavy throttle. If we take the results reported for 100% throttle at
1300 RPM with petroleum diesel fuel we see a 31.6% increase in work
done per gallon of diesel fuel used. If this result proved to be the same on
the big diesel engines in our tractor trailer fleet we would expect over 30%
mileage increase with the addition of the Hydrogen Boost hydrogen
generator alone. Though I do not expect this kind of increase with
Hydrogen Boost on tractor trailers I am quite confident that there is much
more to this technology than I had previously expected.
These calculations are real comparisons in that they are not comparing
fuel consumption at a single throttle setting (giving different torque in each
test) but instead are comparing the amount of work done by the set
amount of fuel; which could be assumed to be somewhat equivalent to our
normal reporting of miles per gallon.
For those skeptics that doubt these results I want to assure you that the
power to produce the hydrogen came from the alternator of the engine
being tested. I must say that I am very impressed because I have only
expected maybe a 5% improvement with the Hydrogen Generator alone.
Just think what the complete Hydrogen Boost system might achieve.
Also please note that the vegetable oil test proved the ability of vegetable
oil to produce more torque at a lower fuel consumption rate than
petroleum diesel fuel. What makes this even more noteworthy is that the
energy content by weight of the vegetable oil is actually 11% less than
petroleum diesel fuel (see table below). Note that the vegetable oil was
heated to engine coolant temperature before injection. I am certain that if
our fuel heater was used on the petroleum diesel and bio-diesel tests it
would have shown even more of an improvement.
On Road Diesel:
10315.84 cal/g
B20:
9918.24 cal/g
Vegetable Oil:
9191.37 cal/g
Over the last couple months I have been in contact with a couple students
and their professor at Purdue University who wanted to do a senior project
testing Hydrogen Boost on a diesel engine with an engine dynamometer.
The test used three types of fuel, petroleum diesel, bio-diesel, and
vegetable oil. I would like to give the students’ and professor’s names but
have not asked them for permission so I will hold that in confidence unless
they contact me with permission. I will publish a few pictures in this article
however.
The students were furnished with a Diesel small vehicle Hydrogen Boost
system but could not use the engine treatment without permanently
altering the engine (the treatment is a permanent engine treatment) so
they did not test that part of the system. The fuel heater was not used
either because of concern about the lubrication of the internal parts of the
mechanical injection pump. So the only part of our system that was tested
was the hydrogen generator, which produces Brown’s gas. I asked for not
only the final report, which was impressive in itself, but I asked for and
received the raw test data so I could analyze it and produce my own report.
Analysis:
For the petroleum diesel fueled tests I took data from the spreadsheets
provided, and divided the horsepower produced at each engine setting
with the fuel consumption at that setting. This gives us an amount of work
done per gallon of fuel used, in units of hp/gal/hr or hp x hr/gal. I then
added up all the calculations for each throttle setting and rpm setting of
the entire test and compared the final totals to get the following:
Without Hydrogen boost the total was 254.14 and with Hydrogen Boost the
total was 288.49 for an increase in work accomplished of 13.52%.
For the vegetable oil fueled tests the data was in a different format. There
were two sets of data given. One was torque (lb-ft) for varying SFC
(lb/hph) values. And the other was torque (lb-ft) for each rpm at throttle
settings of 100%, 75%, 50%, and 25%. On each set of data more torque
meant better efficiency or performance. The total of the data point was
added and compared with the following results.
Torque for varying SFC settings totaled 13,839 without Hydrogen Boost
and 16,272 with Hydrogen Boost for an increase of 18.36%.
Torque for each rpm at the various throttle settings totaled 4065.5 without
Hydrogen Boost and 4579.4 with Hydrogen Boost for an increase of
12.64%. This does not take into account the savings in fuel.
Comparing the charts for the vegetable oil tests with and without Hydrogen
Boost, you will notice an even better improvement with Hydrogen Boost
than the petroleum diesel tests. Also comparing the charts for the bio-
diesel tests with and without Hydrogen Boost, you will notice an even
better improvement than with either of the other two fuels.
Reported results in the Purdue University study included the following:
Fuel Consumption (measured at max torque)
On Road Diesel:
0.072 gal/hp-hr @ 1100 rpm
On Road Diesel w/Hydrogen:
0.065 gal/hp-hr @ 1100 rpm
Vegetable Oil:
0.064 gal/hp-hr @ 1100 rpm
Vegetable Oil w/Hydrogen:
0.060 gal/hp-hr @ 1100 rpm
Fuel Efficiency increase/decrease (compared to on road petroleum diesel)
On Road Diesel w/Hydrogen:
9.72%
Vegetable Oil:
11.11%
Vegetable Oil w/Hydrogen:
16.67%
Following is from the Purdue University students’ Report:
Abstract:
Dynamometer tests have been performed on a 4.5L John Deere diesel
engine to obtain torque, horsepower, and specific fuel consumption by
testing the fuels individually and also using hydrogen assist with each.
The data was compiled into total performance maps. Fuels tested include
on road diesel, bio-diesel (B20) and vegetable oil (canola oil).
Objective:
The objective was to perform dynamometer tests on a 4.5L JD diesel
engine to obtain total performance maps from the following data. The
total performance maps provided information on whether the vegetable oil
or the hydrogen boost system help in reducing fuel consumption.
Overall, six dynamometer tests were run with different fuel combinations in
order to determine the performance analysis of the two systems. Three
fuel types were used, including on road diesel, B20 bio-diesel blend, and
canola oil. With each of these three fuels, tests were executed both with
and without hydrogen assist. Each test was compared to the 100%
petroleum diesel, which was the baseline control test. In order to maintain
consistency and an unbiased evaluation, all tests were performed on the
same John Deere engine, using the same dynamometer, under the same
procedure.
Before any dynamometer tests were run, each fuel type’s energy content
was calculated by way of heat of combustion assessments. An adiabatic
bomb calorimeter was used for these processes. By calculating the
energy content (observed in calories per gram of fuel) of each fuel, a
theoretical analysis could aid in prediction of each fuel’s relative power
output.
Two systems were supplied for these tests. One system was a vegetable
fuel system contributed by GreaseCar.com. This system was a complete
secondary fuel system designed to be integrated into the existing fuel
system. The principle behind this system was to use waste vegetable oil
gathered from places such as restaurant deep fryers. Even though the kit
was designed to use waste vegetable oil, new Crystal Cottonseed/Canola
oil blend. Using new oil ensured consistency during testing.
The second system was a Hydrogen assist unit contributed by Hydrogen-
boost.com. Through the process of hydrolysis, the system separated
water into hydrogen and oxygen. The separated gases were then
directed into the airflow prior to the air cleaner.
The use of vegetable oil as a fuel source has been around for over 100
years. The first documented use was demonstrated by Otto at the 1900
World’s fair, using peanut oil. Also, Rudolf Diesel’s invention was
originally intended to operate on peanut oil, but it was discovered that the
diesel engine could run on cheaper petroleum oil.
Reckon you can clean your own hard disk?
Deleting "Internet Cache and History" will NOT protect you. Formatting a disk does NOT delete the contents. Pressing Delete does NOT delete pictures.
Everything you EVER DID is STILL STORED IN YOUR PC.
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