• perth West australia
  • 61 0403177183
  • glknox11@live.com
Showing posts tagged with: hho

Effect of HHO gas on combustion emissions in gasoline engines

hydrog2
0 comments
hydrogen fuel systems for cars

HHO gas on combustion emissions

Reducing the emission pollution associated with oil combustion is gaining an increasing interest worldwide. Recently, Brown’s gas (HHO gas) has been introduced as an alternative clean source of energy. A system to generate HHO gas has been built and integrated with Honda G 200 (197 cc single cylinder engine). The results show that a mixture of HHO, air, and gasoline cause a reduction in the concentration of emission pollutant constituents and an enhancement in engine efficiency. The emission tests have been done with varying the engine speed. The results show that nitrogen monoxide (NO) and nitrogen oxides (NOX) have been reduced to about 50% when a mixture of HHO, air, and fuel was used. Moreover, the carbon monoxide concentration has been reduced to about 20%. Also a reduction in fuel consumption has been noticed and it ranges between 20% and 30%.

HHO gas on combustion emissions

Global warming is considered one of the major problems the scientific community has to face. Many theories refer to the in-crease of exhaust gases concentration in the atmosphere as one of the major causes of the global warming [1]. Industrial plants and automobiles are the major source of the exhaust gases. Since they utilize the power associated with oil combustion as energy source. Emissions are simply the exhaust or leftovers of combustion coming out of an engine. An emissions test is normally done with a probe placed into the exhaust stream. Every road going vehicle has certain clean requirements that it is required to meet

 Conclusion

Experimental tests to investigate the effect of HHO gas on the emission parameters of a Honda G 200 engine have been carriedout. HHO gas has been generated by an electrolysis process in a Plexiglas box (fuel cell). The generated gas is mixed with a freshair just before entering the carburettor. The exhaust is sampledbyagasanalyserandtheexhaustconstituentshavebeenidentifiedand their concentrations have been evaluated. The following con-clusions can be drawn.1. HHO cell may be integrated easily with existing engines systems.2. The combustion efficiency has been enhanced when HHO gashas been introduced to the air/fuel mixture, consequently reducing fuel consumption.3. The concentration of nitrogen oxide has been reduced toal most 50% on average when HHO is introduced to the system.

4. When HHO is introduced to the system, the average concentra-tion of carbon monoxide has been reduced to almost 20% of the case where air/fuel mixture was used (no HHO).

5. The NO X  average concentration has been reduced to about 54%of the case where HHO was not introduced

6. H C concentration is highly affected by the engine speed and the presence of HHO gas

Digital MAP/MAF ENHANCER FOR MAP/MAF SENSORSE

hydrog2
0 comments
Digital MAP/MAF ENHANCER FOR MAP/MAF SENSORS, ENHANCER FOR MAP/MAF SENSORS, MAP/MAF enhancer

Digital MAP/MAF ENHANCER FOR MAP/MAF SENSORS Jan 8 2010

Digital MAP_MAF ENHANCER. The eBay style MAP/MAFs are just simple resistors, which work ok with analog signals, but NOT with the newer frequency modulators. To my knowledge, this is the first combined unit to work with either VOLTAGE OR FREQUENCY (switchable); does away with the need to switch between Highway or City driving like the cheaper stuff. Also, some MAP/MAFS use a voltage increase, not a decrease. Tthis unit is the only one that handles all situations.

The EFIE/MAF combos above are our FIRST choice. That MAF/MAP is designed only for VOLTAGE measurements, not frequency. Generally- most cars and trucks will have at least ONE MAF or MAP that is VOLTAGE adjusted. You can use the above Combos on either one to make it work well. Occasionally, you will run into a car that has both MAF and MAP that are FREQUENCY adjusted. In that rare case- you will need the MAF below in addition to the combo above.

Installation/adjustment instructions included with MAP/MAF enhancer upon purchase.

More details from the manufacturer:

Our new frequency based MAP/MAF enhancer is the first universal MAP/MAF Sensor Enhancer. It can be used for devices that output a frequency to the computer, or devices that send an analog voltage signal.

Frequency Type MAP/MAF Sensors

This device works with any standard 5 volt frequency coming from the device, and will attenuate that frequency based on the position of it’s controlling potentiometers. It will work with frequency type Ford MAP sensors. It has worked with all frequency type MAFs it has been tested on. It’s frequency range is from 30 Hz up to 17 Khz. It has been successfully used on a frequency MAF that operated in the range of 7 Khz to 17 Khz.

Analog MAP/MAF Senosrs

There is also an analog port for use with analog voltage types of MAP or MAF. This is the type of device that are currently controlled with MAP enahancers that you can buy from Ebay. Most analog MAF/MAPs need to have the voltage attenuated in order to lean the air/fuel mix. However, some types of MAP/MAF sensor need to have the voltage increased in order to lean the mix. The Ebay MAP enhancers cannot handle this type of of device. However, ours can. By changing one switch position, this device will change from decreasing the voltage to increasing the voltage.

Digital MAP_MAF ENHANCER. Note, if you like having a “dual edge” MAP enhancer, where you have to flip the switch to change from city to highway driving, then you won’t want to use this board. This device was designed to be set up properly for general use, and then left alone. We don’t feel that having to manually change settings while driving is necessary or desirable.

EFIE: The Acronym for Better Performance of HHO device

Digital MAP_MAF ENHANCER. The EFIE is the acronym for Electronic Fuel Injection Enhancer. Why is this important? If you are using HHO generator to catalyze gas efficiency, don’t be surprised if your car is using more fuel as a result. Each vehicle is equipped with a computer (ECU) to ensure that the vehicle is running as it should. When you introduce a gas saver device, the HHO gas is integrated into the engine.

Good so far?

Well, here’s the problem. If the computer in your car feels the extra oxygen injected into its engine, it attempts to balance out the equation by ejecting more fuel. That’s an anathema of what the HHO cell gas savers are trying to do.

The EFIE is the electronic circuit solution to prevent the car from overcompensating. This also makes the maintenance easier. This device has an on and off switch. If you remove the HHO device from your vehicle (particularly during the winter season), you just turn off the electronic fuel injection system so the engine returns to the typical injection mode. When you install back the HHO device, you just set the EFIE back to the “on” position.

We have EFIE for sale to complement your HHO device. What is considered to be normal fuel injection in most engines is actually a very inefficient process resulting to a lot of wastage. The water hybrid will not only boost fuel mileage but also improve the acceleration and efficiency of the engine, resulting to less expense for the maintenance of the car. Ask for our advice on which electronic fuel injection enhancer is best for you.

New power Supply/electrolysis cell combination

hydrog2
0 comments
diesel, economy, fuel costs, fuel savings, gasoline, gavan knox, hydrogen, hydrogen fuel systems for cars

New power Supply/electrolysis cell combination

After several months of extensive trials and improvements a  HFS PWM power supply / electro-winning cell combination has finally been released.
New power Supply/electrolysis cell combination.  This “Combination”  has the current control control ability of the older style inefficient PWM Power supply modules without the problems of massive voltage drop on the internal circuitry and overheating / thermal runaway of the old inefficient  systems.
This power supply is designed and proven to work on hydrogen generators , unlike the older PWM units that are designed for motor speed control functions.

Contact Gavan on 0403177183 glknox11@live.com,     https://hydrogenfuelsystems.com.au

Can Hydrogen Injection save the diesel engine technology and save fuel while increasing power output

hydrog2
0 comments
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

Can Hydrogen Injection save the diesel engine?

The greatest automotive story this century has been the “Dieselgate” conspiracy. Not only has it brought down the established regime at VW, but it’s shaken the very foundation of diesel powered transportation.

VW has already started rolling out a fix in Europe, which many of us are sceptical about, but are still “negotiating” with legislators in North America. This delay has opened the door for many lesser known technologies to offer a solution; some of them snake oil, some showing real potential.

Image Credit: www.drive.com.au   —– VW emissions  fix

One such technology is hydrogen injection, also commonly known as HHO.

Forty years of hydrogen injection.

Hydrogen injection has been around since the 1970s and works by injecting hydrogen into a modified, internal combustion engine, which allows the engine to burn cleaner with more power and lower emissions. Hydrogen is injected into the air prior to entering the combustion chamber. Hydrogen burns 10 times as fast as diesel and, when mixed with the diesel in the combustion chamber, accelerates the rate at which the diesel burns.

Don’t confuse hydrogen injection with hydrogen fuel cell technology, they’re vastly different:

A hydrogen fuel cell electric vehicle is powered by a group of individual fuel cells, known as a fuel cell stack. The electricity generated by the fuel cell stack powers the electric motor that propels the vehicle.
Each fuel cell is an anode, a cathode and a proton exchange membrane sandwiched in between. Hydrogen, from a tank onboard the vehicle, enters into the anode side of the fuel cell. Oxygen, pulled from the air, enters the cathode side. As the hydrogen molecule encounters the membrane, a catalyst forces it to split into electron and proton. The proton moves through the fuel cell stack and the electron follows an external circuit, delivering current to the electric motor and other vehicle components. At the cathode side, the proton and electron join again, and then combine with oxygen to form the vehicle’s only tailpipe emission, water.

Image Credit: Hydrogen Injection Technologies

  • Hydrogen injection systems, such as the aftermarket supplemental hydrogen on-demand system developed by Hydrogen Injection Technologies(HIT), utilize electrolysis to produce hydrogen on-demand. This hydrogen gas is synthesized from the atmosphere and released into the air-intake of any fuel based internal combustion engine. (The system is capable of NRE retrofit to any industrial engine, car, boat, RV, generator etc. up to 20 litres capacity)

Over the past 40 years several tests have been performed to investigate the impact of hydrogen injection on performance and emissions. One such test recently published by the SAE, a Direct Injection (DI) diesel engine was tested for its performance and emissions in dual-fuel (hydrogen-diesel) mode.

Using an Electronic Control Unit (ECU) controlled Electronic Gas Injector, the injection timing and duration were varied on a single cylinder, KIRLOSKAR AV1, DI Diesel. Hydrogen injection timing was fixed at TDC and injection duration was timed for 30°, 60°, and 90° crank angles.

The injection timing of the diesel was fixed at 23° BTDC. By using hydrogen and diesel as a fuel emissions of Hydro Carbon (HC), Carbon monoxide (CO) and Oxides of Nitrogen (NOx) decrease without exhausting more smoke.
The maximum brake thermal efficiency obtained was about 30% at full load for the optimized injection timing of 5° after Gas Exchange Top Dead Center (AGTDC) and for an injection duration of 90°-crank angle. The NOx emission tends to reduce to a lower value of 888 parts per million (ppm) at full-load condition for the optimized injection timing of 5° AGTDC and with an injection duration of 90° compared to neat diesel fuel operation.

Of interest in the VW saga the hydrogen supplemental fuel system developed by Hydrogen Injection Technologies has been field and lab tested (by CEE, Inc. a CARB certified laboratory) as a hardware only solution reducing NOx by over 50%.

Unlike hydrogen fuel cells HHO’s do not require a bulky pressure vessel to store the gas, as it’s a low pressure system that generates hydrogen through electrolysis of water.

As a retrofit it’s legal to run a Hydrogen Cell Generator (also called a Hydrogen Booster cell) to add HHO to the air intake, which can achieve 10% to 30% improvement in fuel consumption (Claimed).

According to Bob Boyce, the original H2O booster cell maker, the efficacy of the system relies on generating quality Hydroxy Gas. This requires a higher spin state of HHO, close to the level of deuterium to achieve consistent fuel consumption gains, and cells that can run 24/7 without heating up. Significant gains are achieved when the HHO bonds to hydro-carbon molecules, thereby completing the burn.

Moving hydrogen generation forward.

In 2014 scientists at Stanford University developed a process using a dry cell 1.5-volt battery to split water into hydrogen and oxygen at room temperature, potentially providing a low-cost method to power fuel cells in zero-emissions vehicles and buildings.

The water splitter is made from the relatively cheap and abundant metals nickel and iron. It works by sending an electric current from a single-cell AAA battery through two electrodes.

According to chemistry professor and lead researcher Hongjie Dai: “This is the first time anyone has used non-precious metal catalysts to split water at a voltage that low.” “It’s quite remarkable, because normally you need expensive metals like platinum or iridium to achieve that voltage.”

Fuel cell vehicles have been widely criticized for their high cost, the lack of infrastructure around their fuel delivery, and their low energy efficiency after accounting for the effort it takes to produce compressed hydrogen (often involving large industrial plants that use an energy-intensive process that combines steam and natural gas).

“It’s been a constant pursuit for decades to make low-cost electrocatalysts with high activity and long durability,” Dai explains. “When we found out that a nickel-based catalyst is as effective as platinum, it came as a complete surprise.”

The nickel-metal/nickel-oxide catalyst, discovered by Stanford graduate student Ming Gong, also requires significantly lower voltages to split water when compared to pure nickel or pure nickel oxide. This new technique is not quite ready for commercial production, though.

“The electrodes are fairly stable, but they do slowly decay over time,” Gong says. “The current device would probably run for days, but weeks or months would be preferable. That goal is achievable based on my most recent results.”
The next step is to improve that decay rate and to test a version that runs on electricity produced by solar energy instead of the AAA battery.

Benefits of HHO

In 2013, after eight years of research, Mark Dansie published an article on www.revolution-green.com where he outlined the following benefits:

  1. HHO reduces carbon monoxide up to 90%. Carbon monoxide is a fuel and HHO acts a catalyst to promote its combustion
    2. HHO decreases hydrocarbons by about 10% to 90%
    3. HHO drops particulate levels, especially organic particulates by 10% to 70%
    4. HHO will reduce EGT (Exhaust gas temperature) from 50 to 150 degree F (depending on engine load)
    5. HHO also decreases mechanical noise (was noticeable in every lab test by all the technicians but not measured)
    6. HHO doesn’t always reduce NOx and in some circumstances increase it (water injection reduces it really well)
    7. Only a small, and very specific amount of HHO is required to achieve significant results. If too much is supplied engine efficiency will be reduced if using electrolysis to produce the HHO
    8. Horsepower is increased between 3% and 12% depending on the engine and Cetane grade of diesel used.
    9. HHO improved and cleaned heavily carbonized engines. Often after weeks of running, fuel efficiency increased through this cleaning process. In one case an improvement of 13% was obtained and when the hydrogen unit was removed it still retained an 11% improvement.
    10. HHO works best at elevated engine speeds. There were no benefits at idling speed.

Although empirical results indicate that on-demand hydrogen injection technology does improve efficiency and reduce emissions, hard test data under recognized European and North American automotive standards is hard to find.

I for one would like to see before-and-after tests conducted under harmonized driving standards, to substantiate the gains claimed by Dansie, Hydrogen Injection Technologies, and other interested parties.

The timing is right! With France reducing incentives for purchasing new diesel vehicles, Euro6c and real world testing looming and VW’s predicament in America, Diesel engines need a new approach to cleaning up diesel exhaust gas emissions to survive the onslaught.

 

by peter els on May 19, 2016 in Emissions control and regulation 2

A Digital EFIE operation and How it works to adjust the fuel map to run hydrogen on engines

hydrog2
0 comments
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

Digital EFIE operation

Digital EFIE operation – Previous EFIE Designs First, lets have a look at how oxygen sensors work. Have a look at Figure A below. Here we have a graph that is a representation of the voltage output of a typical oxygen sensor while the engine is running. Note, that this is only an approximation of a real voltage graph. A real graph would be much more jagged and would not be so regular as this one. But I’m using this graph to make it easier to visualize the concept of what the sensor is doing.

Narrow band oxygen sensors don’t tell the ECU what the air/fuel ratio is. They only tell if the mixture is rich or lean. The line that is marked “.45” volts denotes the make/break point for the sensor’s voltage output. Any voltages that are higher than .45 volts is considered to be rich, and any voltages that are less than .45 volts is considered to be lean. When the sensor produces .45 volts, that is considered to be the correct air/fuel mixture which happens to be 14.7 to 1, air to fuel (by weight). The trouble with narrow band sensors is that they can’t tell the ECU how rich or how lean the mix is. They only tell the ECU “rich” or “lean”. Therefore, in normal operation, they are constantly changing voltages similarly to the graph in Figure A.

Now look at Figure B. The blue line in this graph represents how an EFIE changes the voltage graph of the sensor. As the sensor produces its voltages (as represented by the red graph), the EFIE adds additional voltage. We are showing an EFIE set to 350 millivolts (.35 volts). Therefore the output of the EFIE that goes to the computer will be the voltages in the blue line on the graph. Because higher voltages mean a richer mix to the ECU, the ECU will then lean the mix when it “sees” these “richer” mixture signals coming from the oxygen sensor.

Almost all EFIE designs that are in use today work like the above graph, by adding a voltage to the output of the oxygen sensor. While this approach does work, and has been the only solution available for many years, it has 2 problems that make it not the ideal design.

1. There is a definite limit to the amount of voltage you can add. Notice that if we added .5 volts in the above graph, that the blue line would never dip below the .45 volt line. This is an illegal condition and the ECU will quickly stop using the oxygen sensor if it never sees the voltage transitioning from rich to lean. In actual fact many ECUs need to see voltages lower than .45 volts before it will consider that the mix is lean, and so often you can’t set an EFIE higher than 250 millivolts or so without throwing engine error codes.

2. It takes a relatively large change in the voltage to make a small change in the air/fuel ratio. This wouldn’t be a problem in itself, but coupled with the fact that we can only add a limited amount of voltage, this causes an end result of a small change in air/fuel ratio.

There is one other approach in EFIE design in use today, and that is to use an amplifier. Instead of adding voltage to the sensor’s output, EFIEs of this type will amplify the signal. This, in effect, multiplies the signal. This is a better approach in that the lower voltages are not increased as much as the higher voltages, and you should be able to shift the air/fuel ratio further than with a voltage “adder”. However, it is still limited to the amount it can shift the voltage before all voltages are higher than .45 volts. Also, the amplified voltages at the top of the graph can get quite high, possibly high enough that it will set off alarms in the ECU.

Enter the Digital Narrow Band EFIE

There are other EFIE designs being marketed as “digital”. In each case, as of this writing, the only thing digital about them is the pot used to control the EFIE. It’s a digital pot and will have one of 64 or 128 resistance values, or possibly more depending on the resistor chip design. While this is cool, it makes no difference in the operation of the EFIE. It will still be operating like one of those described in the section above.

Our new Digital Narrow Band EFIE operates completely differently from any other EFIE made. Our new EFIE is called digital, because it’s output is either on or off. Or in other words is either high or low. Or to put in terms the ECU will understand, the output will be either rich or lean. Or to put it in terms of voltage, the output is either going to be .100 volts or .900 volts. This is perfectly acceptable to the ECU and tells it exactly what we want it to see. But because it’s output is only one of 2 states, we rightfully call this device a “digital” device.

So how do we know when to switch from the high state to the low state? We have a comparator in the EFIE that “decides” when to switch states. If the EFIE were to be set so that there was no change in air/fuel ratio, the comparator would be set to .45 volts. This would mean that if the voltage coming in from the sensor were below .45 volts, the output would be low, and likewise if the voltage coming in from the sensor were above .45 volts, the output would be set to high. This would cause a flat response in the ECU where it would provide the same air/fuel ratio as if the EFIE were not involved.

To lower the air/fuel ratio we need to make the mix appear richer. In order to do this, we make the EFIE transition to a high output even though the input is below .45 volts. In other words, instead of using .45 volts as the switching threshold, we use .20 volts (see Figure C).

 

By adjusting the pot

By adjusting the pot on our new EFIE, we are adjusting at which voltage the comparator will use to determine if the output should be set to high or low. In the graph below, we show 2 comparator voltages for comparison. At .45 volts, we can see that the output will be high about 1/2 of the time. This is the same as it would be without the EFIE. Now notice the line at .2 volts. By setting the EFIE’s comparator at .2 volts, the EFIE output will be low for about 30% of the time and high about 70% of the time. This will make the air/fuel mix look richer than it is, and the ECU will respond by leaning out the mix.

Note that .2 volts is probably too low for your vehicle. You will probably not need to set it this low. We only set it here to make it easy to see the principal involved with our new Digital EFIE. An actual setting would probably be closer to .300 – .325 volts.

Note: When downstream sensors need to be treated, do not use this device. Use an older style, voltage adding type of EFIE. The reason for this is that we’re not certain how the downstream sensor information is used by the ECU. In some cases, we have read the voltages from downstream sensors and they don’t jump up and down as shown in the graphs above. We’ve seen them just float around in the .2 to .3 volt range, not changing much. This is not the behavior that the Digital EFIE was designed for. It may work fine. But we prefer that the ECU just see the same behavior, but shifted up a bit, the way a voltage adding type of EFIE will do. Any of our Narrow Band EFIEs that aren’t labeled “Digital” will work for this application.

Using this device, some people have been able to lean the mix to the point that the engine will die. However, in some cases, it is still necessary to do other treatments to get the leaning results needed. For instance many ECUs use the downstream sensors as part of the air/fuel calcs, and many more will use the downstream sensors to verify the upstream sensors and throw odd engine errors. In these cases, downstream EFIEs are needed to get the needed results. That’s why we created the Digital EFIE & MAP/MAF Combo It has 2 digital EFIEs for the upstream sensors and 2 analog EFIEs for the downstream sensors. This will give you the optimum treatment for each sensor, and is the most powerful solution we’ve seen yet for optimizing your engine for use with HHO or other fuel combustion enhancement technologies.

Electronic fuel enhancer needs time to activate

hydrog2
0 comments
hydrogen fuel systems for cars, hydrogen fuel systems for trucks, hydrogen fuel systems power supply, new agents wanted for hydrogen fuel systems, Uncategorized

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..

MOSFET current controlled circuits for power supplies

hydrog2
0 comments
hydrogen fuel systems for cars, hydrogen fuel systems for trucks, hydrogen fuel systems power supply, new agents wanted for hydrogen fuel systems, Uncategorized

MOSFET current controlled circuits

MOSFET current controlled circuits are a great way of controlling a current source. This video is an excellent Youtube site for the design and  operation of  a MOSFET.  You can use MOSFET circuit as a current controlling circuit.

This is a great video.  The video explains the functionality of MOSFETs but also explains how to actually use them in a real-world application.

Electrical knowledge

If you have  limited Electrical knowledge, this video is most informative and easily understood  information. The information is  backed up with fact/cheat sheets on the  website . THis  is really a nice touch.

MOSFET current controlled circuits are a great way of controlling a current source. This video is an excellent Youtube site for the design and  operation of  a MOSFET.  You can use MOSFET circuit as a current controlling circuit.

This is a great video.  The video explains the functionality of MOSFETs but also explains how to actually use them in a real-world application.

If you have  limited Electrical knowledge, this video is most informative and easily understood  information. The information is  backed up with fact/cheat sheets on the  website . THis  is really a nice touch.

MOSFET current controlled circuits are a great way of controlling a current source. This video is an excellent Youtube site for the design and  operation of  a MOSFET.  You can use MOSFET circuit as a current controlling circuit.

This is a great video.  The video explains the functionality of MOSFETs but also explains how to actually use them in a real-world application.

If you have  limited Electrical knowledge, this video is most informative and easily understood  information. The information is  backed up with fact/cheat sheets on the  website . THis  is really a nice touch.

MOSFET current controlled circuits are a great way of controlling a current source. This video is an excellent Youtube site for the design and  operation of  a MOSFET.  You can use MOSFET circuit as a current controlling circuit.

This is a great video.  The video explains the functionality of MOSFETs but also explains how to actually use them in a real-world application.

If you have  limited Electrical knowledge, this video is most informative and easily understood  information. The information is  backed up with fact/cheat sheets on the  website . THis  is really a nice touch.

Costly inefficient PWM Power supply running hydrogen Fuel systems

hydrog2
0 comments
hydrogen fuel systems for cars, hydrogen fuel systems for trucks, hydrogen fuel systems power supply, new agents wanted for hydrogen fuel systems, Uncategorized

Costly inefficient PWM Power supply,  whilst many experimenters are attempting to manufacture Hydrogen gas for Hydrogen on demand systems used in Vehicles , most if not all are falling into the same hole of wasting excessive electrical energy by using A DC motor speed control unit for a purpose for which it was not  designed.  The DC Motor speed control unit is readily available  and is adjustable in output, but it was not designed for electrolysis units .  They waste a large percentage of the limited input electrical energy as heat energy – energy that is better put to use in converting water into hydrogen gas.

Much is heard about the unit being a pulse width modulated unit and how a high frequency square  wave is produced to reduce back EMF and avoid energy wastage.  Yes Back EMF is a problem in any electrical motor and reducing it does make the motor speed control more effective and efficient, but this is not a motor assembly .  Back EMF is not an issue in electrolysis and so square wave generation is a pointless activity.  It simply means a more expensive control unit, wasted energy in unrequired electronics and a reason to further financially exploit a small community of individuals trying to gain from Hydrogen generation… The Cost of power supply controls has increased exponentially over the past 6years.  Compare the cost of so called HHO control units and the cost of far more complex and superior Solar power PWM control devices…. These superior solar power control PWM units are more substantial, superior units that can be modified for use in HHO systems and are a fraction the cost of the DC motor speed control units.

However even these solar devices are PWM and have specifications that are unneeded   for hydrogen generation systems

So what is the solution?

Well a control system is required that can limit the current flow into a system and fix the load in the engine electrics. However a much simpler switching system that uses MOSFETS , Power transistors , aluminium heat sinks,  Biasing resistors and potentiometers far more efficient , cheaper / simpler system  for powering the hydrogen generator.   We have done away with the square wave generation procedure to make the control unit simpler , less prone to heat damage and thermal runaway and allow more electrical energy be used to produce Chemical energy in the form of Hydrogen.

A major advantage of this new control unit is that it is simple to construct and Use and is inexpensive.  Why pay $150 for a deficient PWM motor speed control unit , from Malaysia when a simple MOSfet circuit costing under $10 can do a better job.

We at Hydrogen fuel systems pty Ltd have investigated a number of such control units and are in the final stages of selecting the Best …. Remember the old ”KISS” principle….. KEEP IT SIMPLE STUPID!

Failure Neutral plate systems to produce hydrogen gas

hydrog2
0 comments
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

Failure Neutral plate systems

Failure Neutral plate systems , US Hydrogen generation systems based on the “neutral plate” arrangement are poorly and incorrectly designed systems that commonly lead to damage to the vehicle electrical system, alternator, generator and ECU.

It is is a fact that the voltage required to generate hydrogen from the electrolysis of water is strictly 1.23 volts per cell.  However this voltage itself is insufficient to generate usable volumes of hydrogen gas due to the internal resistance and poor electrical conductivity of a water cell.   ((0.2 Ω·m sea water, 2 to 200 Ω·m drinking water, 180000 Ω·m deionized water at 20°C)

Salt water , with low resistance, cannot be used as the chlorine ions provide an alternative corrosion pathway for even stainless steel 316L and so cannot be used in any electrolysis reaction used to  Generate hydrogen gas

Similarly sodium bicarbonate solutions Should not  be used in electrolysis reaction used to  Generate hydrogen gas

However potassium hydroxide solution is able to be used and also increases the concentration of hydroxide ions used in the reduction of water into hydrogen and oxygen.

Even so the high internal resistance of the liquid increases the total voltage used voltage by the system simply to overcome the internal resistance .  In summary a typical cell needs 2.2 volts to effectively work

Failure Neutral plate systems  – A US system  , with its so called neutral plates aims to break down the applied battery / alternator voltage into 2.2 volt steps time six = total 13.2 volts.  The Theory sounds good, However the hole in the plates to allow fluid through acts as a short circuit so only one cell exists ,with two active plates separate by a large gap.

So what do these manufacturers do?    The increase the voltage by using a 12 to 110 volt inverter  to generate higher current ….. But   as only one cell exists , not 6 and because there is so much overvoltage 110V – 2.2V = 107.8 volts, then the volume of steam gas produced becomes excessive  with little of no hydrogen.

Voltage x current = Power .  Excessive overvoltage  x current flow  = power / energy released as thermal energy used to boil water.

Failure Neutral plate systems – The high temperature water , overvoltage and passage of current through the holes in the plates causes charge concentrations to build up at the edges   of the holes .  This leads to electro-stripping till the plates destroy themselves, and ultimately destruction shorting  out of   cell

Batteries and alternators are now shorted out leading to their destruction and frustration OF THE  owners of these so called HHO cells.

Systems  produced by hydrogen fuel systems pty ltd are designed and build based on Valid electrochemical principles that prevent electro-stripping as well as avoiding many of the other faulty ideas of the US rubbish design ideas.

Many years of product development were used to get to the stage of the modern H.F.S. System.

We aim to manufacture hydrogen gas efficiently minimizing and avoiding energy wastage in this “electro-winning” process, and do so very effeciently.