Constant Current Pulse Width Modulator CCPWM

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Question:

-Most of CCPWMs need cooling fans. Why does your CCPWM not have a cooling fan? Is the CCPWM hot when working?

Answer:

-Most PWM use a low quality FET to control the current, and it gets hot. So you get a poor design, added cost from all the heat sink, assembly cost, $0.49 very low quality computer fan, not intended for vibration and automotive use etc.

We use a proper, efficient FET that runs 5C above ambient temp. No moving parts, better performance, lower cost, higher reliability

Hydrogen buildup in “on demand” generators

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Question:

-If I have my car on but not running will the gas build up in my car?

Answer:

-If wired correctly, NO, there will be no gas build up.

Ideally you connect to a spot that is only on when the engine is running. Often this spot exists in the fuse box, or your fuel pump is wired this way. Tap into that wire to activate the relay that sends electrical power to your hydrogen generator.  When the vehicle engine stops the relay is switched off and power supply to the hydrogen generator is switched off.

HOW IT WORKS- HYdrogen on demand systems

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How hydrogen improves combustion

The modern diesel internal combustion engines burns approximately 70% of diesel fuel in the combustion process. The other 30% turns into unburned hydrocarbons that clog up the DPF and EGRs while the remainder contaminates the oil, and blows out the stack producing pollution and smog. Hydrogen burns 14-times faster than diesel and expands by 20,000-times its volume. When introduced via a delivery line on the vacuum side of the turbo, the hydrogen excites the diesel molecules, increasing the speed of the burn and therefore burning more of the diesel fuel.

 

How does this extend DPF regen cycles and EGR replacements?

Simply put, by burning more of the fuel, there is less soot left over. By reducing the quantity of soot there is less for the DPF to filter and less to clog up the EGR valve

You’re right to ask, “Why does this work?” when you know other such “solutions” haven’t worked in the past.

While it’s fairly easy to create a hydrogen injection system that works some of the time, the trick has always been to make a RELIABLE hydrogen injection system that works all of the time. “Hydrogen fuel systems” has used science and engineering, along with manufacturing best practices to achieve the balance required. However, although “Hydrogen fuel systems” knew they had the long sought after solution, they knew it would take quantification, verification and certification in order to prove it to the world.

Do you think, “It’s too good to be true; if it worked this well, everyone would have one.”?

It’s taken decades for the public and institutions to swing behind the long-proven idea that smoking is bad for you. Just because something is good, doesn’t mean that everyone adopts it quickly. There are a lot of bogus claims and underperforming products out there. It’s going to take time for the vast majority of companies to get behind this. In the mean time, those who do adopt this technology will have a definite, measurable advantage over their competition.

Are you concerned about OEM endorsement?

“Hydrogen fuel systems” is working with an OEM, however we do not yet have an OEM endorsement. The automotive industry is a conservative one. Think back to how long it was before Halogen lights were allowed on Australian cars. The same goes for radial tires. An OEM endorsement is coming, but not yet.

We understand downtime is your worst enemy and would not put you in a position where you have to pay out of pocket for an issue our product caused.

How much is this going to cost you?

With our leasing plan your will see savings significantly higher than your lease payments very soon. In reality this will cost you nothing. At 10% savings of fuel used you will make a profit after the first few months.    Contact us today to find out how much you could be saving tomorrow.

Hydrogen fuel systems for shipping

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Discussions  and planning are now underway for installation of Hydrobooster systems on shipping out of Mumbai , India.  These systems will be manufactured at Broens Industries, Ingleburn , Sydney, Australia and will deliver fuel savings as well as increasing the power output of the diesel powered engines.  As well as increasing the power output it will also reduce the emissions of polluting particular matter  and unburnt / partly burnt diesel hydrocarbon .   Systems will be based on the highly efficient Gen 20 design a used to power trucks ,  These systems will be powered by  a 10 kVA generator delivering 83 Litres of hydrogen per minute..

More information will become available/ posted in coming weeks

Hydrogen generator design now available for cleaning out engines

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New 240 volt 5 amp system design available for use as a carbon cleaner on existing  internal combustion engines.  HHO carbon clean machine is the newest achievement with HHO gas and HHO agent cleaning at the same time.its innovative design and updated spare parts can increase the machine working efficiency to reach safer operation.

How Amazing Machine?

  • improve engine power by 20%,reduce emissions by 72%
  • Flush sensors, extend the life of the oxygen sensor
  • Cleaning ternary catalytic and can be used for a long time.
  • Clean conbustion chamber and exhaust pipe,prolong engine overhaul period and inspection.

Experimental investigations of the hydrogen addition effects on diesel engine performance

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I Mirica1 , C Pana1 , N Negurescu1 , A Cernat1 and C Nutu2

1 Thermotechnics, Engines, Thermical and Frigorific Equipment Department, University Politehnica of Bucharest, Romania 2 Automotive Engineering Department, University Politehnica of Bucharest, Romania

E-mail: cernatalex@yahoo.com, cernatt@gmail.com

Abstract. In the global content regarding the impact on the environmental of the gases emissions resulted from the fossil fuels combustion, an interest aspect discussed on the 21st Session of the Conference of the Parties from the 2015 Paris Climate Conference and the gradual diminution of the worldwide oil reserves contribute to the necessity of searching of alternative energy from durable and renewable resources. At the use of hydrogen as addition in air to diesel engine, the level of CO, HC and smoke from the exhaust gases will decrease due to the improvement of the combustion process. At low and medium partial loads and low hydrogen energetic ratios used the NOX emission level can decrease comparative to classic diesel engine. The hydrogen use as fuel for diesel engine leads to the improving of the energetic and emissions performance of the engine due to combustion improvement and reduction of carbon content. The paper presents, in a comparative way, results of the experimental researches carried on a truck compression ignition engine fuelled with diesel fuel and with hydrogen diesel fuel and hydrogen as addition in air at different engine operation regimes. The results obtained during experimental investigations show better energetic and pollution performance of the engine fuelled with hydrogen as addition in air comparative to classic engine. The influences of hydrogen addition on engine operation are shown. 1. Introduction A special attention is give to reduction of internal combustion engine pollutant emissions (hydrocarbons HC, carbon monoxide CO, nitrogen oxide NOX, particles PM and smoke) and of the greenhouse gas emissions (CO2). Nowadays, a special legislation is promoted to limit the pollutants emissions by apply active and passive new methods for their reduction. The applied strategy’s for environmental pollution reduction makes the researches to focus on alternative fuel use [1], [2], [3] like hydrogen use. Hydrogen has a higher resistance to autoignition, fact that restrain its use as unique fuel at diesel engine, an ignition source being necessary [4], [5], [6], [7]. One recommended method for hydrogen use at diesel engines is the diesel gas method. Hydrogen is injected into the inlet manifold, the higher homogeneity air-hydrogen mixture being ignited by a flame initiated by autoignition of the diesel fuel injected inside the cylinder. Experimental research’s developed for compression ignition engine fuelled with hydrogen and diesel fuel by this method show same specific aspects comparative to diesel fuel fuelled engine. Thus, at the hydrogen diesel engine fuelling appear effects on combustion parameters in engine cylinder and on engine energetic performance: increase of maximum pressure and of the maximum pressure rise rate [8], [9], increase of the heat release maximum rate [10]; reduction of combustion duration [10]; power per litre increase [11]; increase of 7th International Conference on Advanced Concepts in Mechanical Engineering IOP Publishing IOP Conf. Series: Materials Science and Engineering 147 (2016) 012121 doi:10.1088/1757-899X/147/1/012121 Content from this work may be used under the terms of theCreative Commons Attribution 3.0 licence. Any further distribution of this work must maintain attribution to the author(s) and the title of the work, journal citation and DOI. Published under licence by IOP Publishing Ltd 1 indicated thermal efficiency at partial loads [12]; reduction of energetic consumption [10], [12]. At engine running at the fuelling with hydrogen and diesel fuel, the CO, HC and smoke emissions has a much lower level comparative to diesel engine fuelled with diesel fuel due to improvement of the combustion, a lower carbon content in air-fuel mixture and a higher homogeneity of air-hydrogen mixture [10], [11], [12]; slightly increase of the CO2 emission level [12]. The level of the NOX emission increases at the rise of the hydrogen addition, especially at large engine load because the incylinder gases temperature is much higher comparative to the NOX formation temperature [12, 14]. N. Saravanan [8], Younkins M. [12] and Tomita [13] show that the NOX emissions level decreases with almost 14% at hydrogen fuelling in relative low additions (up till 15% energetically substitution of diesel fuel) at small engine loads, due to a shorter duration in which the high temperature reached inside the engine cylinder exists, the NOX emissions forming being avoided. At big hydrogen additions, the level of NOX emissions increases, comparative to the emissions level of a standard engine, because of the duration of maintaining high temperatures inside the cylinder [13, 14]. In the paper are presented results of experimental research developed on a truck diesel engine, fuelled with hydrogen additions, at 55% load and 1450 rev/min speed regime.

 

4. Conclusions

The experimental investigations carried on a diesel engine dual fuelled with hydrogen by intake manifold injection at the regime of 55% load, 1450 rev/min and different energetic substitute ratios in the area of 1.1%…3.9% leads to the formulation of the following main conclusions: due to higher hydrogen burning velocity the heat release rate increases with the rise of the hydrogen cycle dose and the registered values are reached sooner per cycle comparative to diesel fuelling; hydrogen use in dual fuel operation leads to a decrease of almost 10% in terms of brake specific energetic consumption (BSEC) comparative to standard diesel engine; at the hydrogen-diesel oil dual fuelling operation mode NOX emissions level decreases with 5.5% comparative to diesel engine for a 3.9% percent of substitute ratio of diesel fuel by hydrogen; comparative to classic engine, the HC and smoke emissions level decreases at the hydrogen addition increase; the tendency of variation experimentally registered at the reduction of the smoke emission from the exhaust gases is explained by the combined effect of pressure and temperature of in-cylinder gases; soot quantity formed inside the engine cylinder decreases at the increase of hydrogen quantity, for all substitute ratios, the reduction being around 53% at the maximum hydrogen rate; at dual fuelling, higher hydrogen quantity accelerate the soot oxidation process comparative to lower hydrogen quantities; the CO and CO2 emissions register continuous reduction tendency for all domain of substitute ratios, with values under the reference regime, xc=0; hydrogen in addition at diesel fuel is a promising alternative fuel for diesel engines; the application of diesel-gas method for use of hydrogen in addition at diesel fuel don’t require major modifications of the engine design.

Effect of hydrogen and gasoline fuel blend on the performance of SI engine

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This paper presents the effects of introducing hydrogen with gasoline on the engine performance like power, torque and efficiency of spark ignition (SI) engine. Hydrogen is found to be one of the important energy substitutes of the future era. Hydrogen as a renewable energy source provides the potential for a sustainable development, particularly in the automotive and energy storing sector. Hydrogen driven vehicles reduce both local as well as global emissions. By changing the amount of hydrogen percentage with gasoline, the data has been recorded and analyzed to achieve the economical blend percentage of hydrogen and gasoline to obtain the best performance of the SI engine.

INTRODUCTION

Hydrogen is the fuel of the future. It is an energy carrier that can be used in internal combustion (IC) engines producing no greenhouse gas emissions virtually when combusted with oxygen. The only emission is water vapor. It is a carbon-free energy carrier, and likely to play an important role in a world with severe constraints on greenhouse gas emissions. Hydrogen has extremely wide ignition limits. This allows a spark ignition engine to operate on hydrogen with very little throttling. Stoichiometric hydrogen air mixture burns seven times as fast as the corresponding gasoline air mixture. This gives great advantage in IC engines, leading to higher engine speeds and greater thermal efficiency (Ganeshan, 2007). The potential of using hydrogen for small horsepower SI engines was evaluated and compared with compressed natural gas (CNG). Another study dealt on certain drawbacks of hydrogen fuelled SI engines, such as high NOx emission and small power output to determine the performance, emission and combustion characteristics of hydrogen fuelled SI engines. The design features and the current operational limitations associated with the hydrogen fuelled SI engines were reviewed (Karim, 2000). The onset of knock in hydrogen fuelled SI engine applications was investigated (Li and Karim, 2004). Several problems of the injectors (leakage, unequal response time-opening delay and poor durability) as available then, have mostly been solved nowadays due to the worldwide increased research on gaseous injection systems (natural gas, LPG, etc). To run a hydrogen engine, the mixture formation of air and hydrogen need not to be controlled precisely (Das, 1990). Consequently, simple systems such as an external mixture system with a gas carburetor can be used for the fuel supply. This system is firstly implemented on the tested engine. However, combustion process can be controlled completely only with an injection system and an electronic control unit (electronic management system), as used for all new gasoline engines. Hence, the carburetor is discarded to be replaced by a gas injection system in the inlet manifold, allowing multi-point *Corresponding author. Email: raviranjan1611@gmail.com. 138 J. Pet. Technol. Altern. Fuels Figure 1. Experimental setup. Table 1. Specifications of the test engine. Items Engine (gasoline) Mark 231H Engine type Four stroke, Three cylinder Bore (mm) 66.5 Stroke (mm) 72 Compression ratio 9.2/1 Fuel system Petrol (MPFI) cooling Water cooled Engine working temperature (°C) 120 sequential injection of the gaseous hydrogen fuel in each inlet channel just before the inlet valve. For gaseous fuels, an additional and important advantage is better resistance to backfire (explosion of the air/fuel mixture in the inlet manifold) (Sorusbay and Veziroglu, 1988; Kondo et al.,1996; Lee et al., 1995; Guo et al., 1999). The danger of backfire is eliminated with a sequential timed multipoint injection of hydrogen and the corresponding electronic management system. As a result, the power output of the engine is increased. The optimization of the engine parameters was studied. The ignition timing has a strong influence on efficiency of the engine; it should be regulated adequately as a function of the mixture richness (Verhelst and Sierens, 2001). Moderate engine performance is obtained in hydrogen combustion with a special injector that is equipped with a leak structure and a glow plug (Ikegami et al., 1982). The smoke emission reduces from 4.8 BSN to 0.3 BSN with simultaneous reduction of NOX when using the hydrogen in dual fuel mode. Braking thermal efficiency increases from around 23.59 to 29% with optimized injection starting and duration. The emission such as CO, CO2 and HC is reduced drastically. The NOX emission decreases from 6.14 g/kWh to 3.14 g/kW-h at full load. The reduction is due to efficient combustion resulting from the hydrogen combustion (Sarvanan et al., 2007). The limit of flammability of hydrogen varies from an equivalence ratio of 0.1 to 7.1; hence the engine can be operated with a wide range of air fuel ratio (Yi et al., 2000). Hydrogen fuelled engine efficiency is superior to gasoline engine, especially at small partial loads operating conditions, due to a better combustion process and load qualitative adjustment method. The level of pollutant emissions decreases at the hydrogen fuelling. The exhaust gases do not contain CO2 or lots of polluting substances provided by classic engines such as CO, HC, particles and lead compounds (Negurescu et al., 2012). Tyagi and Ranjan (2013) minimize exhaust pollutant by heating catalytic converter. The objective of this work is to investigate the effect of the gasoline-hydrogen blended fuel on engine power and torque, to quantify engine performance and to find the best hydrogen and gasoline fuel blend ratio for SI engines.

Conclusion

Combustion characteristics of a hydrogen fueled SI engine with gasoline-hydrogen blends under seven different ignition timings, 70% wide open throttle(WOT) and lean mixture condition were investigated, and the important results were drawn. The power output of the engine is increased without danger of backfire, with a timed multiport fuel injection system of hydrogen and the corresponding electronic management system. The optimization of the engine parameters were discussed in terms of power output, brake mean effective pressure, torque output and effective thermal efficiency. The injection of hydrogen at the beginning of the compression stroke has shown smooth engine running at stoichiometric air fuel ratio without abnormal burning. The advantage of lean mixtures to operate at low load conditions without a throttle valve is found to be valid. For specific ignition timing, the brake mean effective pressure and the effective thermal efficiency increased while the combustion durations decreased with the increase of hydrogen fraction in gasoline hydrogen blend. There is a significant influence of Ignition timing on engine performance and combustion. With the decrease in time intervals from the ending of fuel injection to the ignition start, brake mean effective pressure and effective thermal efficiency increased

REFERENCES

Das LM (1990). Fuel induction techniques for a hydrogen operated engine. Int. J. Hydrogen Energy. 15:823-42. Ganeshan V (2007). Internal Combustion engines: third edition, Tata McGraw-hill, P. 212. Guo LS, Lu HB, Li JD (1999). A hydrogen injection system with solenoid valves for a four-cylinder hydrogen-fueled engine, Int. J. Hydrogen Energy. 24:377-382.

Hydrogen fuel system increases range of vehicle

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Hydrogen fuel system  Recently I was in contact with a very satisfied client From south west , Western australia, who elaborated about his use of the hydrogen Fuel system to allow him to explore further into gold  prospecting areas in outback West Australia.  As any Australian would know , West Australia is an enormous state and fuel sources are often many hundreds of km apart.  Kevin owns a 4 litre ford Utility and  being retired has taken up exploring and prospecting as his leisure activity.

His major problem is that he needed to take large amounts of fuel with him in his exploring as well as his tent , camping equipment, prospecting equipment etc for himself and his prospecting mates.

This meant that he was very limited in the range he could travel before returning to a town to refuel.

IN July 2016 Kevin purchased a Gen 15 system which he fitted to his Ford and promptly went prospecting in the cool winter conditions.  He achieved 37% fuel savings and was a very “happy camper” in the ability to explore more of outback WA.

Kevin is now able to  travel further into outback WA and visit ghost towns , normally out of his driving range .  He recounted stories  of visiting these old ghost towns and finding artifacts that have been untouched since the early 1900 ‘s .  I have asked him to document his discoveries , not just the gold finds

From his experiences Kevin was able to discover some historic mining sites datinh back to the late 1800 ‘s and early 1900 ‘s that have not been visited in over a hundred years , revealing fascinating artifascts that were left by  the original explorers and prospectors , as time capsules showing photos, clothing, tools of deceased miners who perished but had no existing relatives to claim their worldly goods.  Kevin repeated many a time that having teh hydrogen generator system increased his range and gave him confidence  in being able to explore more of the vast west australian goldfields, without running out of fuel himself>   I look forwrd to speaking with Kevin againand hope to get more information of his discoveries and photos which I will publish on this site.

increase engine fuel economy Another Happy client

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Another Happy client

increase engine fuel economy –  Received a call from another happy client Bob Bishop , also known as the “fun fried chicken Man ”   who elaborated on the savings of 50%+ he has achieved in his ford waggon as he travels Outback Australia selling his franchise and goods to roadhouses in Country Australia.   Bob was amazed and satisfied in the extra range he has between refills now that his hydrogen generator system – “Gen 10”  Hydrobooster system – that he has had fitted 12 months back.  He has had no issues with the system reliability and output , where it has been working well in the arid, dry and hot conditions of Australia from WA to Queensland.

Bob drives hundreds of km between destinations and has been 6 or 7 hours on the road selling his goods.    Bob Bishop is the Australian  version of “Kentucky fried chicken Man” , the only difference being that Bobs recipe / goods/ products are far superior…. its really finger licking good.  If your ever in country Queensland , Im sure the nearest roadhouse is selling Bobs goods / chicken, and if not then get them to call Bob the “fun fried chicken man”

Getting back to my business , I explained to bob that the latest improvement in my design entailed an improvement to the cell structure and electrodes , by having all cell electrical connections Mig welded to reduce any internal resistance and increase the over all efficiency of conversion of electrical energy into chemical energy ( Hydrogen Gas).

More details of ongoing R and D.   Keep tuned.

Gavan

0403177183

glknox11@live.com

Takeover bid India

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Following a set of impressive results in Heavy Transport and Mining Vehicles / generators / equipment,  HFS has received a buyout offer from a Individual / company from India , who  wishes to start manufacturing and distributing the “HFS  pty ltd systems” in India , Pakistan and Asia.  Currently we are in negotiations with this client , who has major holdings in the Indian motor vehicle industry as well as owning 2 shipping lines in USA and Mumbai.  I will keep everyone abreast of the progress with this takeover bid , as they also wish to purchase all 11 patented inventions owned by HFS pty Ltd and Knox Scientific pty ltd.

The offer looks very attractive and would give full ownership of HFS inventions to Indian companies.new-gen-15-system-2016 gen-10-in-aluminium-2 2-mary-jane-trawler truck system gen 20 twin and single