Faulting wiring and faulty earth connection
An interesting situation emerged today concerning a New Hydrogen system which had been wired to a 16 Litre, Cummins powered Kenworth truck , of one of my clients. They reported that the ammeter reading of the current flow through the system was not stable and ranging between 5 amp and 50 amp+ when the truck was running causing the circuit breakers to trip and shut off the system
The system was setup professionally by the Company auto electrician following instructions apart from the negative terminal connection , which he decided to earth to the truck chassis and earth the cell negative terminal to the steel housing box.
I inspected the system and found that the earthing cable was a poor connection and introduced a resistance to the system circuit ranging from 50 ohm to 250 ohm. As a result the current flow was affected as was the available voltage delivered to the cells . In fact the maximum voltage delivered to the cells was only 9.2 volts while the voltage from the Power supply circuit was steady at 13.2 volts. Such a voltage drop is only caused by an added internal resistance in the wiring from the power supply to the 6 cells in the system . The systems we manufacture are designed to use 2.2 volts per cell – the oxidation / reduction voltage for converting water into hydrogen using electrolysis. 13.2 volts is needed for 6 cells to operate correctly. 9.2 volts at the system electrode terminals is not sufficient for the system to work correctly. The wiring should have zero internal resistance and therefore not become a voltage load. 4 volts was being lost in the wiring and this must be rectified to get the system to work correctly.
Solution 1. Do not earth the power supply output negative terminal , to the truck and earth the negative terminal of the Hydrogen cell to the truck. Rather run dedicated 6 mm or 8 mm twin core cable from the power supply to the Hydrogen cell terminals
Solution 2. Check the power supply units for any overheating that may have occurred as the installers tried to guess the correct current as the ammeters were wildly ranging …. that may have exceeded the power supply limits.
The Power supplies used were constant current units rated at 1500 watt and able to produce 50 amp and 13.2 volt. If the units had been ranging over an extended period between 5 amp and 50+ amp , chances are the power supplies were damaged. The operation current flow for these systems was stated at a maximum continua current of 35 amp …. not 50+ amp.
The Wiring was replaced as were te power supply units and the systems are now working perfectly as the truck is driven 15 hours each day.
More information on these systems is on the webpage , as are photos of the wiring systems.
Power supplies, Crimped Connectors , Relay Solenoids and dry joints
A recent problem was brought to my attention concerning assembly , installation and use of the hydrogen fuel systems
One of my clients contacted me and informed me that the gas production was normal but that the relay / solenoid switching on the system wqsa running very hot – 60 celsius.
This concerned me as any electrical or electronic component that is Generating excess heat is potentially about to fail and or damage other components of the circuit.
The relay was used to conduct 30 amp and was itself a extra large 100 amp relay…. Over size for the system being used at 30 amp
We checked the relay and found it to be in good order and not the cause of the excessive heat generation. A relay unit is simply a switch that should generate no heat at all when operating. If a Relay is generating heat then it is using input voltage that is needed for the system to operate.
We checked the wiring connecting the battery supply to the solenoid relay and the wiring taking the current from the solenoid relay to the 1500 watt power supply system. It was seen that the wires from the batter connecting to the solenoid relay were cold , however the power cable from the solenoid relay to the power supply were hot . These wires are 8 mm copper wires and easily able to carry 60 amp without heating. The current flowing was only 32 amp and should have been cold. What is even more noticible was that the wire closest an connected to the relay was hotter that at the power supply.
This showed that the o ring crimped connector was faulty and probably a “dry Joint” that was wasting input voltage and generating heat.
This is a serious matter as the alternator input voltage is only 13.8 volt , and there wqas a 2 volt drop over the relay , voltage that is necessary for the system to work correctly.
Our solution to the problem was to replace the crimped connector and resolderit to ensure a good joint.
The trickiest part of this situation was that the joint had been soldered as well as crimped and yet was still a dry joint. This will always happen if the soldered joint is moved while the colder is cooling and setting as a solid
Please make sure that all joints inthese systems are good joints and are not generating heat. If they are getting hot , replace themand check their operation,
Remember a relay solenoid is designed to act as a switch and have zero resistance…. They should not and will not get hot when operating when conducting current for which they are designed. A overheating relay / solenoid is faulty and should be replaced , but first check the crimped o ring connectors to see that they are not faulty.
Australia does not currently have a system for rating and comparing the fuel efficiency performance of tyres. The Coefficent of Rolling Resistance (Crr in kg/t) is the recognised measure of tyre fuel efficiency.
The European Union has developed a tyre rating system that can rate the ‘rolling resistance’ of tyres, from A to G (best to worst). Wet grip and noise are also rated.
The Toolbox Tyre Comparison factsheet contains more information about rolling resistance and the EU Tyre Rating system.
Many tyres are now available in Australia that market themselves as ‘eco’ or fuel saving’ tyres. To select the most fuel saving tyre for your budget, ask your tyre retailer if they can provide you with the Crr Rating is of your various tyre options.
As a simple guide, common passenger tyres have a coefficient of rolling resistance (Crr), in kg/tonne, of around 12.0, and an ‘eco’ branded tyre tends to have a Crr of 8.0 or less. Use the calculator below to see how fuel use expenditure can vary between tyres of different EU Ratings and Crr values across passenger cars, trucks and buses.
Note that the Euro ‘A’ Rated tyres for passenger cars have a Crr value of 6.5; for light trucks 5.5 and buses 4.0.
The following document is useful as a standard measurement of expected fuel consumption for your vehicle
Many people have asked me “how important is it make all electrical terminals secure ?”
My answer is always “good electrical terminals and junctions must always be perfect, if not welded terminals, so as to reduce / stop energy losses,,, energy that must be used to generate hydrogen rather than produce heat”
The oxidation/ reduction potential of water to produce hydrogen gas is Locked by Science, Locked by Chemical Thermodynamics, Locked by Electrochemistry, Locked by God (Im not meaning to sacrilegious) If you do not arrange your system to use this REDOX voltage per cell, then all you will produce is steam. If you want steam then use a Kettle.
Electrolysis of water is the decomposition of water into oxygen and hydrogen gas due to an electric current passed through the water. The reaction has a standard potential of −1.23 V, meaning it ideally requires a potential difference of 1.23 volts to split water
The potential difference of 1.23 volts, is the absolute minimum voltage per cell for the electrolytic reaction, but then there is the voltage required to overcome the internal resistance of the solution. When everything is taken into account , then 2.2 volts per cell is required to produce hydrogen and oxygen gas in electrolysis. If fail to provide 2.2 volts for each cell in the system then you cannot produce Hydrogen gas.
Take for example a case when the faulty terminals use 0.4 volts as heat, the voltage drop due to internal resistance of the solution is always 1 volt and therefore less than 1.23 volts is available for the REDOX reaction to produce hydrogen gas. All you produce is steam
Does this explain the importance of making sure that all electrical terminals are secure and do not waste input voltage as heat
Hydrogen fuel systems pty ltd has solved many terminal risks by MIG welding terminals. Eg all electrolysis connections in the cells are Mig welded , not just bolted together
In the case of wire junctions that cannot be welded, the bare copper wires must be protected from oxidation and corrosion by coating wires with protective fluids such as lanoline. Hydrogen fuel systems also protect wire connections and at reduce internal resistance of connections by using power ratchet crimpers and soldering all crimped wires to connecting terminals
As I have discussed before the key fault of these “Neutral plate arrangements” sold by majority of USA “Hydrogen producer companies” is that many of these companies use up to 101 plates to try and get more gas produced. These make believe Chemists fail to understand that at 101 plates they actually are trying to have 100 cells. To get 100 cells operating you need an input voltage of 220 volts…. From a car that only uses a 12 volt battery…. What these cells make is steam and lots of it.
If they use a voltage inverter to ramp up 220 volts and then use 30 amp to make gas then they are trying to get their battery to generate 220 x 30 = 6600 watts of electrical power…. This is impossible
Call me on 0403177183 or firstname.lastname@example.org if you would like to learn more. I am a registered teacher, Physicist, Chemist and Engineer,,, not a “would be, could be” pretend Scientist
Is this post site working
call for a freebee from email@example.com
As Managing director of Hydrogen fuel systems pty ltd, I have decided to make an offer to individuals who wish to increase their income by acting as agents for the company and promoting the sale and distribution of these patented Systems throughout their district and the world at large.
I am supported by other board members of my company in making this offer which is an excellent way of getting in at the ” ground floor” of this excellent and exciting technology. I offer agents $400 for every system that they manage to sell to individuals / or companies . A trucking company typically uses two of the Gen 20 systems to power their trucks ( ove 10 litre engine capacity) and therefore earns $800 per truck for the agent who arranged the sale of the systems
In order to complete the transaction the agent must first of all read sign and return to me an agency agreement form and confidentiality agreement form. Having completed the forms, My secretary / company solicitor stores the documents. Our company secretary then deposites the agent commmission directly into the agents bank , by electronic funds transfer, once the purchase has been completed by the new client.
The agent will need to provide their full name ,address and bank account details so that funds can be quickly transferred into their account . If the agent is an Australian Citizen these funds must be treated as income and declared to the taxation department.
Agents need to specify then regions where they feel they can comfortably and effectively service. It si also advisable to work with a local automotive electrician , who can follow the instructions for installation shown on the site listed http://hydrogenfuelsystems.com.au/wp-content/uploads/2015/03/installation-Instructions-4-1.pdf to promptly install the systems on clients vehicles. Agents can also earn a living by working with the auto elecrician in the installation procedure.
These systems , we produce , are patented making them a rarity in this industry and proving the systems we produce actually work. We are not aiming to produce “Free energy”…. it does not exist . Rather we aim in increasing fuel efficiency and reduce engine maintenance costs as well as increase engine outupt Power and torque
Please share this post with friends and family. Lets try and make the most of this technology which is able to reduce the costs of running an internal combustion engine
I can be contacted on mobile phone 61 0403177183
Gavan Knox – BSc (Physics), BSc (Chemistry), BEng (Civil), MEng (Chemical/ Metallugy), BEd (Physics, Chemistry, Mathematics)
Managing Director “Hydrogenfuelsystems pty ltd”
How Does Hydrogen/ Oxygen Work in an internal combustion engine?
Hydrogen. I get asked this question a lot. And yet, this is the most important point to understand if you want to make your car more fuel efficient using this technology. The underlying physics and chemistry/ chemical thermodynamics of this subject can be very complicated. But fortunately the basic concepts are very few and extremely simple.
Misconception of the use of burning hydrogen in you engine
Many people think that we are generating Hydrogen so we can burn it, and that burning this HYDROGEN adds so much power, that we get better fuel mileage. In actual fact, this is not the case. To prove this point, lets this a step further. There are 3 energy conversions at work here:
- Mechanical to electrical (the alternator generates electrical energy)
- Electrical to chemical (the cell makes hydrogen from electro-chemical energy)
- Chemical to mechanical (the Hydrogen burns in the engine to make mechanical energy)
The problem is that there are 3 energy conversions occurring here, and each one loses some energy – in agreement with the third law of chemical thermodynamics. It is a basic fundamental of physics that in any conversion of energy from one form to another, there is going to be some loss.
Engine Efficiency using hydrogen
There is no such thing as 100% efficiency. In some of these conversions there is quite a bit of loss. So if this is all there was to the picture, then the system would actually lose mileage.
I’ve seen this mistaken idea expressed in magazines and on television news coverage to prove that Hydrogen on demand doesn’t work.
What Really Is Going On inside your engine when you burn hydrogen in your engine?
Well, if we aren’t trying to burn the HYDROGEN to get our fuel economy, then how does it work?
In actual fact, HYDROGEN, when added to the air/fuel mixture going into the engine, causes that petroleum fuel to burn more completely and thereby releasing more of the energy of the fuel that would otherwise be wasted. The way this is done is by speeding up the burning process in the cylinder. Scientists say that it considerably increases the flame speed of the petroleum mixture. And it is this fact that sums up the primary way that HYDROGEN improves fuel mileage.
When the flame speed of the fuel mixture is increased, the fuel is burned completely during the power stroke and closer to top dead centre. Less fuel is being burned after the power stroke, which is the exhaust stroke, and which actually works against the turning of the engine.
Further, less unburned fuel is being expelled from the engine as waste and pollutants. A relatively small amount of HYDROGEN will have a dramatic impact on the amount of power a given amount of gasoline will produce. This will then increase fuel mileage dramatically, and cut out a large fraction of the amount of harmful emissions the engine produces.
Hydrogen technology Summary
There is a remarkable simplicity to this technology. If you add HYDROGEN to your engine, you will get an increase in combustion efficiency. That is just science, and it works as certainly as turning on a light switch. In some cases with modern cars and pickup trucks, we need to make some adjustments to the computer so it will allow these savings to take place. But with most commercial large engine systems, such as truck engines, gensets, marine engines, etc, no other handling is needed to get these remarkable fuel savings. To purchase one of these systems, please email firstname.lastname@example.org or email@example.com