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Global Energy Technology Test Results Analysis for Hydrogen Boost

 

         

          I am very pleased with the test results forwarded by Global Energy Technology who had the Hydrogen Boost diesel system tested by a University in Europe.  They were concerned that the results were “slim” but I would not call them “slim.” However the man at the University may be correct in his suggestion about the benefit of the hydrogen being less than optimized because of a multiple squirt injection pattern caused by electronic fuel injection.  I have discussed this with a Caterpillar official and Caterpillar will not disclose the exact timing of their multiple squirt injection but admits that they do use multiple squirts.  I have theories about why it may or may not influence the benefit of hydrogen injection.  But I could not put any analysis to my theories without knowing the timing of the multiple squirt injection.  But I think we have proof that even with multiple squirt injection, if that is what this engine has, hydrogen injection still has a significant benefit.

 

As mentioned in the previous report, optimization of hydrogen gas production rate is important when testing engine efficiency, especially when using a low power setting as was used in all the tests done so far.  To emphasize this point we can look at the following chart reporting the specific fuel consumption at various gas production rates or electrolyzer currents comparing to no hydrogen production.

 

          Notice that there was an optimum benefit from the hydrogen injection at 19 amps gas production, and that when gas production was increased to 31 amps we sacrificed some of the benefit by producing more gas than needed, with en energy cost that exceeded the energy returned to us with the combustion of the excess hydrogen produced.  So for this particular engine at this power setting it seems that around 19 amps is the optimum gas production current for the electrolyzer. 

However if we had more power settings tested we might find that overall throughout the engine operating envelope, when we weight each power setting with the frequency of each power setting’s use during normal operation of the vehicle, we might find that for this size engine the overall optimum gas production current is actually 12-15 amps, or maybe 20-25 amps, depending on the normal power settings of the vehicle. 

The single setting tested may be a good gauge for highway cruise driving.  But I would like to see the test results for all power settings and gas production rates, before making a recommendation other than what we have used as a result of experience and feedback from our customers.

It is important to note here that the results we have from the most recent tests are indeed proof that hydrogen injection can indeed improve fuel consumption.  I would also like to repeat what I have always said about our complete system, this is just the results we have proven from only one part of the system.  With the proven benefits of our fuel heater, engine treatment, and recommended increased tire pressure, we should easily be able to see the typical 10% improvement in fuel mileage that we saw in tests done and reported on in our January 2006 newsletter.

Anyone expecting or advertising an increase in mileage of 20% or more without changing in driving habits, is likely deceiving himself and his customers.

 

Emissions Reductions Analysis

 

          Again I am greatly encouraged by the present test results.  As seen in our initial tests, the unburned hydrocarbon and carbon monoxide emissions were greatly reduced (50+%).  In the present test results there are reductions of carbon monoxide emissions by up to 67%, and reductions in unburned hydrocarbon emissions by up to 75%, even though there was a catalytic converter installed on the vehicle.  I would still like to see what the reductions were in front of the catalytic converter.  More notable on the present test is the fact that the NOx emissions were also reduced, while in the last test they were slightly elevated (3.5%).  In the present test results the NOx emission were reduced by up to 6.6%, which may not be a big number but it sure is better than an increase in emissions.  One thing that was not tested, which is most important on larger diesel vehicles, is opacity or particulate matter emissions (soot).  Hydrogen injection has always reduced this type of emissions, as it does with HC and CO.

 

          I am still a little disappointed to see the length of each on these tests.  These extremely long tests were a waste of time and money.  The lab time that was charged for could have given us 5-10 times as much data, and that would have been a comprehensive test worth paying for.  This test was like flying around the world just to prove that an airplane can fly.  But I am pleased with the data obtained.  It certainly proves beyond any doubt that hydrogen injection has benefits of reduced fuel consumption, increase torque, and reduced exhaust emissions, everything we have been saying in our web site since 2001.  I will publish a report of these excellent results in the newsletter section of our web site.  Good job guys.  Keep up the good work.

 

Summary

 

Specific Fuel consumption g/kWh        reduced 2.56%

Carbon Monoxide Emissions %    reduced up to 67%

Hydrocarbon Emissions  ppm     reduced up to 75%

Nitrous Oxide Emissions  ppm    reduced up to 6.6%

Particulate Emissions/opacity              not tested

 

 

 

 

 

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