This rear 1970 302 Boss was the coolest car anyone let us test HHO on Thank you Scott for letting us play. With out HHO At 65 mph the car had 112hp & 1045 Tractive Effort (Ib). But, with adding the right amount of HHO at 62 mph the car turned some really big gains 227hp & 1410 Tractive Effort (Ib). How you like that for a 100% gain.
High Performance Fuel Cell Research & Development
While, everyone was just making bubbles! And selling large numbers of there hydrogen on demand systems to the consumers with no real consistence in fuel mileage. They where giving a bad name to HHO. We have been testing for 8 years and perfecting our Hydrogen Fuel Cells systems on demand. When we first started off we told and explained to All of our customer that they where Ginny pigs and this was new technology. And we need feed back on what was happening with there vehicles. We worked with everyone until we got it right. Now, we have so many impatient people come in our door to stile our technology and go to market fell once more giving HHO a bad name. Everyone wants to make the big money. We just want to get it right. And it took blood sweat and tears by family, friends and peaple from around the
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With the constant rise in the cost of fuel and concern for a cleaner environment, how can anyone afford not to consider an alternative energy resource?
The truck powered with the hydrogen-CNG blend was tested in the chassis dynamometer cell of Argonne's Advanced Powertrain Research Facility. The truck performed well without any detected performance problems. Researchers found that exhaust emissions were low even at this truck's early stage of development, FTP and HWFET emissions results and fuel consumption results were repeatable from test to test, and particulate emissions could not be detected. Fuel economy results in three FTP and two HWFET tests averaged 14.3 and 21.6 miles per gallon, respectively.
In 2003, with funding from the FCVT Program, DOE's Advanced Vehicle Testing Activity (AVTA) and the Idaho National Engineering and Environmental Laboratory also tested a Ford F-150 truck fueled for one series of tests with 100% CNG, and for another series of tests with CNG blended with (a) 15% hydrogen and (b) 30% hydrogen. Tests performed included the Inspection and Maintenance Driving Cycle (IM240) test used for state emissions testing of light-duty vehicles and the Federal Test Procedure (FTP-75). AVTA's testing showed that although the CNG-hydrogen blends reduced harmful exhaust emissions, they also reduced engine power output, due to hydrogen's lower energy density (D. Karner and J. Francfort, "Hydrogen/CNG Blended Fuels Performance Testing in a Ford F-150 (PDF 1.2 MB) Download Adobe Reader," INEEL/EXT-03-01313, Idaho National Engineering and Environmental Laboratory, Nov. 2003.).
1Keimyung University School of Mechanical and Automotive Engineering Dalseo-gu, Daegu, South Korea 2Induk Institute of Technology Department of Mechanical Engineering Seoul, South Korea
Abstract
This paper investigates the effect of performance and exhaust emissions test results from a liquid propane injected engine with hydrogen enrichment. In order to research this topic, the test engine was run at 1400 rpm with a compression ratio of eight. Relative air—fuel varied between 0.8 and 1.3. CO emissions decreased with the addition of hydrogen, but the oxygen amount decreased around the rich and stoichiometric air—fuel ratio as the hydrogen supplement rate increased. CO emissions decreased with the increase in the hydrogen supplement rate. Total hydrocarbon emissions decreased as hydrogen was added in the rich and around stoichiometic air—fuel ratio. NOx emissions were maximum at around λ = 1.2 and the addition of 20 per cent hydrogen resulted in about a 20 percent increase in the amount of NO x emissions compared to that of pure LPG combustion. Power and thermal efficiency increased with the decrease of the hydrogen supplement rate.
Keywords
liquid propane injection system, liquefied petroleum gas (LPG), hydrogen, variable compression ratio single cylinder engine (VCRSCE), emissions, thermal efficiency
The scarcity of fossil energy resources in conjunction with increasing demand has recently created record commodity price rises. Global warming and dimming are some of the harmful effects of increasing use of this resource. Furthermore, fossil fuel exhaust emissions, produced in internal combustion engines (ICE), generate significant health concerns. For decades, fears and numerous alarms have been raised regarding these problems. Many researchers believe that hydrogen would be an ideal alternative solution. Reduced fossil fuel consumption and lower thermal emanations (CO, CO2, HC and NO) are expected if hydrogen is used, as a principal or supplementary fuel, in standard ICE’s. However, hydrogen dual-fuel use has historically been associated with injection and/or detonation problems. Direct injection (DI) strategy, in spark and compression engines, is commonly used to overcome some, but not all, of these difficulties. This experimental research investigated detonation free, diesel-hydrogen fuel consumptions, and exhaust emissions using an indirect injection (IDI) strategy in a generic compression diesel engine. A novel analogue Mechatronic Injection Unit (MICU) in conjunction with a multi point injection tactic (MPI) were devised to indirectly deliver low pressure hydrogen to a stationary Lister-Pitter diesel engine combustion chamber. The hydrogen injection system was created to be used as a generic dual-fuel kit. With off-the-shelf parts the MICU design was simple, robust, and purposeful in its function. The MICU component also formed an important element of a proposed innovative dual-fuel conversion kit. Nine hydrogen injection rates were tested. Diesel consumption savings were measured and the ‘effectiveness’ of hydrogen vitiated injection was computed. The research outcomes demonstrated that with a conventional diesel mechanical governor and an assumed engine compression ratio of 15.5, detonation free combustion can be achieved with low pressure hydrogen vitiation and enrichment . However, an injection rate limit existed above which detonation occurred. The study also demonstrated that through low pressure hydrogen vitiation and enrichment, diesel consumption savings were achieved. The research confirmed that the experimental fuel mass savings were lower than their expected/theoretical counterparts. The research particularly established that vitiation and enrichment effectiveness was only realised at low rather than high loads indicating that hydrogen achieved more than diesel mass substitutions. In this study a new confined area dual-fuel static emission testing procedure, coupled with an on-site use test cycle was proposed and termed the Dual-fuel fixed speed emission-testing guideline. Dry thermal emissions were measured, and both the cycle average and median dry- and wet-emissions were computed, substance/species comparisons were performed and conclusions were drawn. The shortcomings of the procedure however were also highlighted. Finally, the research established that one action or measure, such as dual-fuel hydrogen vitiation and enrichment, can not address all the environment and health concerns. Contrary to the common belief, green house gases, nitrogen oxides, hydrocarbons and opacity substances do not coincidently all increase and/or decrease. Indeed, this experiment demonstrated that although the diesel-hydrogen nitrogen monoxide (NO) wet-emissions at all injection rates were partially lower than the diesel baseline, carbon oxides, hydrocarbon emissions, opacity (N) and absorption coefficients (k) were higher. In other words, a measure taken to limit the harm done to human health can increase the damage to the environment and vice versa.
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