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Showing posts tagged with: economy

Client Questions and Answers regarding using Hydrogen Fuel Systems for cars, trucks generators, pumps

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diesel, economy, fuel costs, fuel savings, gasoline, gavan knox, hydrogen, hydrogen fuel system, hydrogen fuel systems for cars, hydrogen fuel systems for trucks

Questions and Answers hydrogen use with diesel , petrol, gasoline, lpg

Client questions regarding using Hydrogen Fuel Systems for cars, trucks generators, pumps

A useful set of questions was sent to me by an International client.  These questions are possible common queries that I have answered here to help you the prospective client.

  1. Can you forward us a block diagram for connections to system?

This is answered under the heading Installation instructions which can be  searched for on the home page

  • What are other Equipment’s required like MCB, cables ,etc.?

Other equipment used / required are –

  1. double insulated twin core 6 mm cable for cars and 8mm for trucking
  2. 30 amp 12 volt / 24 volt circuit Breaker
  3. 30 amp. 12volt / 24 volt relay switch
  4. 50 amp anderson plug
  5. Potassium Hydroxide electrolyte
  6. Distilled water or rain water
  7. What are requirements for installation?

This is answered under the heading “Installation instructions” which can be  searched for on the home page       https://hydrogenfuelsystems.com.au/wp-content/uploads/2015/03/installation-Instructions-4-1.pdf

  • Any training is required? How can we get it?

Prefer using an auto electrician who can read and follow the installation instructions on the web-page….Personal  Training is available by my company auto electrician in Perth West Australia. Email me at glknox11@live.com questions and answers hydrogen

  • Which are replaceable parts?

Pumps are replaceable, Power supplies are replaceable.  In fact all parts are replaceable  but system has  been designed to last indefinitely unless abused

  • How frequently replacement is needed?

Pumps have a 30,000 hour lifespan but last longer under  normal operating conditions …. MY vehicle pumps are 9 years old and working well after 200,000 km

Electronic Power supplies have no stipulated life span and will last indefinitely   … again my vehicle power supply is 9 years old …. There are no wearing parts

  • How these parts can be available?

I CAN SUPPLY PARTS  AS SOON AS  requested

  • What maintenance is required?

Only maintenance is to use distilled water.   Three teaspoon ( 30 grams) of potassium Hydroxide lasts indefinitely as it is never lost from the solution

Clean out cells every 3 years with dilute vinegar solution

One litre of water lasts 10 hours at 22 amp

questions and answers hydrogen

  • How frequently?

3 yearly replace electrolyte and wash out with dilute vinegar solution

One litre of water lasts 10 hours at 22 amp

  1. What is life of system?

Cells do not wear

11.   How to choose the system size? For example:-

a.       We have an installation with 35KVA connected load and 80 to 90 Kwh per day consumption?

A 35KVA generator is  typically  3.3 litre, turbo charged 3 cylinder vertical in-line engine and is best suited to a Gen 10 system

b.      We have another installation with 20KVA connected load and 400 to 480 Units per day consumption?

A 35 KVA generator is  typically  2.14 litre, turbo charged 3 cylinder vertical in-line engine and is best suited to a Gen 10 system

Gen 10 systems are suited to engines up to 4 litre capacity

Gen 15 systems are suited to engines to 8 litre capacity

Larger generators can be serviced by multiple Gen 15 systems connected In parallel up to 19 litre capacity

Generators greater than 19 litre capacity are available but are custom made systems

Which capacity system is useful?

Ground-Breaking Power supplies Massively Increase Hydrogen gas output

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Ground-Breaking Power supplies Massively Increase Hydrogen gas output

Ground-Breaking Power supplies.  For more information call Gavan 0403177183 glknox11@live.com

glknox@dodo.com.au

https://www.hydrogenfuelsystems.com.au

Ground-Breaking Power supplies. As part of our ongoing R and D I have dedicated time into improving the power supply and control modules which power the Hydrogen generator cell.

One of the issues of any electrolysis unit for mobile units is the available voltage and to a lesser extent the available current.

Current flow is essential to produce hydrogen  gas and using Faradays laws (1832) it is easy to calculate the amount of electrical current needed to produce a given quantity of Hydrogen gas.  Some of the “experts”  on free energy sites still believe that all they need is a resonant and a low current.  My definition of these “EX SPURTS” is that they are a “Drips” under pressure , – Pressure to prove they actually know somewhat more than a “demented earthworm”.

Excuse  my irritation on free energy morons and Getting back to the essential developments of this post….Power supplies

2 electrons are required for every molecule or hydrogen gas produced and electrical current is the flow of electrons through a conductor… 22 amp of current at 13.2 volts supplies enough electrons for a maximum of 0f 4.2 Litre of Hydrogen / oxygen  gas. Any less energy than that will reduce the gas produced.

When producing a DC power supply of fixed current , we have been conditioned to use electronic components such as constant current PWM devices.  There are several faults of such devices in control o fa DC current supply

  1. The electronics of the circuit introduces an internal resistance into the electrolysis circuit which reduces the available voltage for the unit and therefore the number of available cells that can be used for generating hydrogen gas. The REDOX potential for converting water into hydrogen and oxygen is 1.23 volts.  The internal resistance of the electrolysis produces a back voltage of 0.5 volt  and at least 0.5 volt overvoltage is required per cell to sustain a reasonable current flow through the cell. This equates to at least 2.2 volt is required to generate a useful supply of hydrogen gas from an electrolysis cell.  If we are using 6 cells then  we need 6 times 2.2 volt = 13.2 volt , to generate a reasonable supply of hydrogen gas. IF we have a PWM unit that is using 2 volts due to  internal resistance, that reduces our number of usable cells to 5 and drops the system efficiency by almost 20%.        Far too great a power / energy efficiency loss
  1. The PWM units are frequency modulated devices designed for use on DC motors designed to reduce back voltage loss due to reverse inductance and lenses law. This is not a motor and pointless using a complex frequency generating circuit that uses electrical energy in pretending to reach the resonant frequency of water. – which is several  giga-hertz not kilo-hertz as produced by commercial PWM devices.
  2. The High frequency PWM circuit forces the electrolysis cell to act as a capacitor , constantly charging and discharging and introducing a resistance known as Capacitive reactance.  Capacitive reactance is an internal resistance that uses more of the available input voltage , further putting a strain   on the voltage required for the OXIDATION / REDUCTION reaction producing water.

One solution to this situation is to run DC current into the system and control the current flow simply by the solution concentration. Sounds great but problem is

  1.  as the solution warms the resistance further falls and current flow increases exponentially overloading the vehicle generator/ alternator
  2. There is no effective control of the gas volume produced
  3. The electrolyte boils and steam is not what we want
  4. Thermal runaway changes the chemical thermodynamics of the electrolysis cells and the break down

So some form of circuit is required to limit the current without introducing a load onto the already voltage sensitive circuit.

With this in mind we have developed a relatively simple circuit that limits the voltage loss, does not produce a pointless high frequency output and yet still is able to control the voltage applied to the system so as to control the current flow and not lead to excessive heating of the electrolyte .

This circuit is simple and uses a number of Power FETS and their biasing potentiometers .   Extensive lengthy testing under a variety of temperatures has shown that this simple circuit is far superior , more robust and easier to use than the common PWM and constant current power supplies commonly used .

Hydrogen fuel systems have included this development into their patented design and manufacturing process.  A great advantage of this design is that it can easily and effectively be retrofitted to older systems currently being used  using PWM power controlling devices.

Because it  is patented process the exact schematics of the units will not be released …. Enough to say ,it is a design with will be incorporated  on all  future hydrogenfuelsystems    generator systems.

Kind regards

Gavan Knox

BSc, BEng, BSc, BEd,

For more information call Gavan 0403177183 glknox11@live.com

glknox@dodo.com.au

https://www.hydrogenfuelsystems.com.au

Fuel savings – Fuel Map and Hydrogen on demand systems for engines

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Fuel savings – Fuel Map and Hydrogen on demand systems for engines

Received an interesting question today about how hydrogen systems  use the fuel map to deliver fuel savings.

My response was as follows

Hello Rob

The electronic fuel enhancer module is designed to alter the sensor signals from the

  1. Oxygen sensor

  2. Lambda sensor

  3. Manifold air pressure sensor

  4. Coolant temperature sensor

  5. Intake air temperature sensor

And therefore force the engine ecu to choose a leaner fuel map from its registry , which uses less fuel and delivers more power with a leaner mixture.

The advantage of the enhancer module is that it is only operational when it is powered up. Turning off the ower to the unit allows the engine to return to its normal “inefficient” Fuel map.

Running an engine on Hydrogen and oxygen allows the engine to run leaner with far more power with less fuel input.  The fuel enhancer forces the engine to inject less fuel and further makes it run leaner .  Using Hydrogen injection on a lean fuel map stops the engine overheating due to a number of factors , especially

The enormous increase in the flame speed of the process using hydrogen with the fuel and leading to complete combustion of a smaller fuel charge input followed by adiabatic expansion down the power stroke which in fact cools the engine from within.

 

Hydrogen and the fuel enhancer work together to use the best fuel-map of the ECU to deliver fuel savings and power increase.

More information is visible on the company website https://www.hydrogenfuelsystems.com.au

Please leave comments below at the bottom of this page

Kind regards

Gavan Knox

Manging Director Hydrogen Fuel Systems Pty Ltd

0403177183

https://www.hydrogenfuelsystems.com.au

BSc (Physics, Chemistry), BEng (civil), BEd (Physics, Chemistry, Mathematics, Engineering)

Fuel saver system – gasoline, petrol, diesel, LPG

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economy, fuel savings, gavan knox, hydrogen, hydrogen fuel system, hydrogen fuel systems for cars, hydrogen fuel systems for trucks

Fuel saver system – gasoline.

Product of           https://www.hydrogenfuelsystems.com.au

https://www.youtube.com/edit?video_referrer=watch&video_id=wMmJSKyAaRQ

Fuel saver – frequency multimeter – Tuning Gen 10 Hydrogen fuel system for maximum savings and increased Power

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Fuel saver – frequency multimeter – Tuning Gen 10 Hydrogen fuel system

Fuel saver – frequency multimeter.  Over the  few years I have strived to optimize  the fuel efficiency of my V6 , 3.6 L engine through the use of my patented Hydrogen fuel system

We have achieved massive fuel savings and increased condition and longevity of the engine by using our patented Gen 10 Hydrogen fuel system on the vehicle. Today we Achieve savings of 47% on our family car which is very  satisfying, just using the Hydrogen system and an electronic fuel enhancer module that adjusts  the fuel map ,by adjusting the sensor signals from the following engine sensors

  1. Oxygen sensor

  2. Lambda Sensor

  3. Manifold air pressure sensor

  4. Coolant temperature sensor

  5. Intake air temperature sensor

In the case of the V6 commodore engine there is one other engine sensor which can be adjusted so as to improve the engine operating condition.  This is the Mass intake air flow sensor which is located just before the Throttle body assembly of the engine.  I have never adjusted this sensor as

  1. we have excellent fuel savings already and

  2. we did not have access to a meter which can be used to measure and adjust the Mass intake air flow (MAF) sensor sensor readings

However with the help of fellow university colleagues I made aware of a new device produced by an Australia-wide electronics company called JAYCAR electronics   –     called

Cat III True RMS Auto-ranging 4000 Count DMM with Temperature  Cat Number = QM1551

This device can be used along with our Mass air flow  (MAF) enhancer module to adjust the signal from the mass airflow sensor   on any  vehicle that has a frequency modulated sensor to measure and control and Mass air flow readings sent  to the engine ECU.

IN the past  ( before 2006), the sensors which measure air intake volume were simple Analog  / voltage based systems , and were able to be adjusted by simply putting a resistor in the circuit from the MAF sensor, but these Older style sensors were slow to react , inefficient and easily corrupted making the engine run in Limp Mode.

The Modern , improved and more stable MAF sensor used jn Europe, Australia and ASIA  were the frequency controlled MAF sensors , and now with the New Multimeter from JAYCAR  (Cat Number = QM1551) – It is easily adjusted to further improve the fuel map settings.  Please note that The USA is still a little behind in Using frequency controlled sensors in the MAF Sensor and even the oxygen sensor , as the rest of the world now use… WHY you ask….. well  the USA still has not accepted the metric system as they think they Know Best….. I will leave it to you to come to an opinion on their antiquated choices.

IN the past the MAF sensor is either ignored or the engine ECU is adjusted  be able  to use  a MAFLESS Tune , so as to ignore the MAF sensor readings and their effect on the engine.

IN my case I have found the MAF sensor has been a major sensor for stop start driving , whereas the MAP sensor is the a major sensor for driving at constant Speed

My vehicle economy has been improved from 12.5 L/100 km to 7.2 L/100 km  without using adjustment for the MAF sensor readings. Now with the availability if the New Multimeter from Jacar electronics , the vehicle savings have been further improved which is great fore driving in heavy , stop start  city conditions

For more  information call Gavan 0403177183
BSc, BSc, BEng, MSc, BEd
email glknox11@live.com
https://hydrogenfuelsystems.com.au

0403177183

MAP Sensor, MAF sensor , and Controlling Fuel usage – Important

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hydrogen fuel systems for cars, hydrogen fuel systems for trucks, hydrogen fuel systems power supply, new agents wanted for hydrogen fuel systems, Uncategorized

 

Product of           https://www.hydrogenfuelsystems.com.au

MAP sensor MAF sensor and hydrogen fuel systems is the essential information we are attempting to explain in this passage.  

MAF sensor and fuel usage   How to control Fuel input into modern vehicles with CPM.   MAF sensor , MAP Sensor and Controlling Fuel usage – Hydrogen Fuel Systems

Slug preview:hydrogenfuelsystems.com.au/maf-sensor-map-sensor-controlling-fuel-usage/

Meta description preview:MAF sensor and fuel usage MAP and MAF sensor adjustment and maximizing fuel efficiency and power for diesel fueled , gasoline / petrol fueled and LPG fueled

 

MAP/MAF sensor and hydrogen fuel systems is the essential information we are attempting to explain in this passage.  The Tuning of any petrol fuelled engine relies on the tuning of the following sensors so as to attain a Stoichiometric ratio of 14.7:1.  This is the ratio of the mass of  air injected to  the mass of the fuel injected at STP.  Modern computer fuel injected engines aim to maintain this AFR ratio and monitor several sensors which signal the Engine ECU/PCM to maintain this  ratio.  These sensors are the

  1. mass air flow sensor (MAF),
  2. Air intake sensor
  3. Precat oxygen sensor ( also known as the AFR sensor)
  4. Precat oxygen sensor
  5. Coolant temperature sensor
  6. Manifold Air pressure sensor- (MAP) ( also known as the Boost pressure sensor).

When all sensors are in agreement with loading conditions, the ECU/PCM will fuel injection pulse length to supply sufficient fuel for the loading conditions on the engine.

The MAF sensor adjusts the fuel input measured in Grams of fuel per second.  This measurement is dependent upon the temperature of the of the input air temperature (at constant Pressure P) as with increasing temperature the volume of gas increases according the universal gas law

P.V = n.R.T

Volume of gas

Increasing the temperature (T) of the gas results in the reduction of number of moles (n) of oxygen gas, per litre of air, present for the combustion reaction.  As a result the engine ECU/PCM reduces the mass of fuel / second, injected into the engine so as to maintain its desired stoichiometric ratio of 14.7:1.    This is also be explained by the fact that Colder air is denser that warm air.

The initial Primary fuel control mechanism is dependent upon the MAF sensor and Air intake sensor , which is then adjusted and trimmed  by the MAP sensor , AFR sensor, oxygen sensor and coolant temperature sensor to attain the desired stoichiometric ratio of 14.7:1.

There are a range of MAF sensors that  are designed to measure the air intake volume.

Typically older engines use Hot wire MAF sensors that are analog  sensors and show a change in voltage across the hot wire as more air flows past the sensor. Increasing airflow reduces the temperature of the hot wire and increases its electrical resistance and thus increasing the voltage of the signal sent of the ECU/PVM.  This is a slow response system and has been replaced in modern engines by Digital systems the adjust/ increase the frequency of the signal sent to the ECU/PCM as more air flows past the MAF sensor.

In GM engines there is both a MAP sensor and a MAF sensor which control the engine ECU/PCM.  In the case of GM , Holdens , the MAF sensor is the primary sensor controlling the air/ fuel ratio of the engine and the MAP is a backup sensor on the case of failure of the MAF sensor.

In other older vehicles there is no MAF sensor and the MAP sensor is the primary control sensor  for the stoichiometric air fuel ratio control.

At Idle the air pressure sensor in  the manifold reads a low pressure ( high vacuum ) just as it is on engine deceleration .  This equates to a low loading condition where little fuel is required  and sends a low voltage signal from the MAP to the ECU/CPM.   Conversely under a large load a low pressure and high voltage signal is sent to the ECU/CPM indicating more fuel is required for engine operation.

As can be seen , by adjusting the voltage signal from the MAP sensor to a  lower value , will inform the engine ECU/PCM that less fuel is required because the engine is under less loading.

Now lets consider the electronic fuel enhancer unit as used on vehicles  with hydrogen on demand systems.  Even though a Stoichiometric ratio of 14.7:1 is what the engine is tuned to run with, by reducing the amount of fuel used , then the Stoichiometric ratio will raise much higher than 14.7:1 and the computer will try and adjust by adding extra fuel.  To strop that happening , the MAF sensor must adjust to read a lower mass of fuel  by

  1. Reducing  the frequency of the digital MAF sensor
  2. Reducing the output voltage of the analog MAF sensor

Secondly the Ait intake sensor reinforces this by indicating a higher air temperature with lower percentage  oxygen per litre of air to reduce the fuel input

Next the Oxygen / AFR sensor is adjusted to read a lower percentage oxygen in the exhaust — that equates to a rich exhaust and therefore  reduce the amount of fuel so as to get the  Stoichiometric ratio to what the ECU /CPM thinks is  14.7:1

Sensors such as the Coolant temperature sensor and postCat oxygen sensor are fine tuning sensors to get the best possible airfuel ratio

To summarize : The sensors are adjusted to deliver  a very lean mixture that the ECU/CPM is tricked into accepting as the Stoichiometric ratio of  14.7:1.

Is there a danger of using a lean mixture on an engine? The answer is Yes , for  normally fuelled engines without Hydrogen.  However because of the much, much, much, much….higher flame speed of the hydrogen fuel mixture,   and because the reduction in particular matter , and  because of the much cleaner burn with no deposits, and because of the improved conditions of the exhaust gases emitted, then a much higher Stoichiometric ratio can be achieved delivering greater power output and again requiring less fuel energy used per second to maintain the Vehicle speed  / loading .

In the case of older engines without a MAF sensor then its role is taken on by the MAP Sensor.

 

 

 

Electronic fuel enhancer needs time to activate

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The electronic fuel enhancer needs time to activate

Many people fail to get the maximum  benefits out of  their hydrogen fuel system. They may be too eager to have everything operational as soon as they get in their vehicle. Drivers need to understand that the electronic fuel enhancer can’t work properly until the Engine Computer Unit (ECU) has gone through its setup tests.

Each time you start the engine the ECU must read the sensors and set the appropriate fuel map for the engine conditions. This process takes  time.

You should NOT switch on the electronic fuel enhancer modules for the first 3 to 4  minutes of operation. This will give the ECU time to conduct its internal tests and setups.

When driving my V6  Holden Captiva I find it takes under 3 minutes to complete the ECU self tests.  With my 3.6Litre  V6 commodore I wait 4 minutes before switching on the electronic fuel enhancer. This gives the ECU time to read the sensor signals and select the engine fuel map that provides maximum power and best economy.

Without allowing enough time for the ECU  to set up the sensors and initial fuel map,  the fuel savings and power increases are harder to attain.

As long as the engine is running, the ECU will continue to monitor the sensors. Depending upon the sensor reading it continually adjusts the fuel map to provide optimum economy and power.engine cross-section working

 

 

Without allowing enough time for the ECU  to set up the sensors and initial fuel map,  the fuel savings and power increases are harder to attain.

As long as the engine is running, the ECU will continue to monitor the one more word sensors. Depending upon the sensor reading it continually adjusts the fuel map to provide optimum economy and power five more words are needed..