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Complete Hydrogen Boost System Versus Hydrogen Generator Alone

 

          Ever since I started developing Hydrogen Boost in the summer of 2000, I have said that the use of an on-board hydrogen generator (Brown’s gas electrolyzer) alone would not increase mileage by a measurable amount.  For six years now I have been repeating myself ad nauseam.  We have had customers who have believed the claims of other web sites and have tried a hydrogen generator alone on their vehicle in an attempt to improve their gas mileage, but to no avail.  I would like to reinforce my convictions about this subject with the research of another company and explain why I hold this conviction.

First let me quote from our November 2001 newsletter:

 

Effects of each component of the Hydrogen-Boost System will vary with the vehicle upon which it is installed.  Some components have an independent effect and some components work together to have an accumulative effect that is greater than the effects of each of the individual components combined.  The accumulative effect will be greater than the mathematical sum of the individual effects of the components.  For instance the fuel heater, the vaporization circuit and canister, and the hydrogen generator (I should have included the Electronic Control Circuit) work together to produce an effect greater than the sum of their individual effects. 
    An illustration will help you understand this concept.  Let’s look at a farmer, a plow and an ox.  The ox will not do much plowing by itself and neither will the plow, likewise neither will the farmer.  Even the ox and the farmer will do little together without the plow, and neither will the farmer and the plow without the ox, and so forth.  But if you put all three together you’ll be able to plow a whole field in a day.  Likewise with the hydrogen generator and the fuel heater and the vaporizer.

 

          This week I have run across a few web sites that have confirmation of our assertion.  Let’s look at a few statements made by these sites.  At www.all4engineers.com this article appeared:

Hydrogen-Enhanced Combustion
A Promising Concept for Ultra-lean Homogeneous Combustion

Ultra-lean-burn combustion is viewed by many as a necessary next significant step in the evolution of the gasoline engine. However, emission constraints require that these engines operate under stoichiometric conditions to avoid costly emissions control solutions. The addition of small amounts of hydrogen to the cylinder charge can allow these types of engines to operate much leaner than they otherwise could, eliminating the need to treat NOx emissions altogether. While this is not a new idea, it is Arvin-Meritor's development of a compact and fast-response fuel reformer that is bringing this concept much closer to reality. 

                I want you to understand the concept here.  To improve mileage beyond the normal combustion conditions mandated by the government for emissions control (stoichiometric), an “Ultra-lean-burn combustion” is considered necessary.  The purpose of our electronic control circuit is to lean out the air/fuel mixture from 14.7:1 to a mixture that is lean enough to prevent unacceptable amounts of NOx emissions (typically above 18:1)  Now let’s look at another article.

                At http://www.greencarcongress.com/2005/11/hydrogenenhance.html we see:

Hydrogen-Enhanced Combustion Engine Could Improve Gasoline Fuel Economy by 20% to 30%

5 November 2005

Hece

An HECE test engine

Work being done by ArvinMeritor, IAV (Ingenieursgesellshaft für Auto und Verkehr) and MIT on enhancing gasoline combustion with a small hydrogen gas stream is pointing toward a potential estimated improvement in gasoline fuel economy of 20% to 30%, depending upon the baseline engine.

Writing in the October issue of MTZ (Motortechnische Zeitschrift), Utz-Jens Beister from IAV and Rudy Smaling from ArvinMeritor describe their progress with the Hydrogen-Enhanced Combustion Engine (HECE) concept, as applied to an SUV-class 3.2-liter V6 test engine.

The premise of HECE, on which the research collaborative has been working for a number of years, is that the addition of a small amount of hydrogen to the cylinder charge can allow homogeneous charge ultra-lean-burn combustion engines to operate much leaner than otherwise possible.

http://auto.consumerguide.com had this article:

The Hydrogen-Boosted Gasoline Engine

03.30.2006
By Bob Brooks

Faced with the ever increasing cost of gasoline, automakers worldwide are working overtime to cost-effectively improve vehicle fuel economy, while still meeting today's strict emissions requirements.

One promising way to boost fuel economy is to add hydrogen to the fuel/air mixture in a conventional gas engine. It's called a hydrogen-boosted gas engine. However, since hydrogen isn't readily available at your local filling station, selling a hydrogen-boosted gas engine hasn't been on the short list at many automakers. That is until now.

There's a new technology that utilizes a fast-response on-board reformer to generate a small amount of hydrogen from gasoline. This hydrogen is added to the engine's normal air/fuel mixture. Engines designed to run on a mix of hydrogen/gasoline can see a fuel-economy gain of 20 to 30 percent with no requirement for control of harmful NOx emissions, oxides of nitrogen.

A small amount of hydrogen made on-board by the reformer is added to the normal intake air and gasoline mixture. This greatly improves overall combustion quality by allowing nearly twice as much air for a given amount of fuel introduced into the combustion chamber. This is more energy efficient because it saves energy by reducing the amount of engine pumping needed.

An industry-accepted virtual vehicle analysis based on engine test data indicated the potential for a 20 percent to 30 percent improvement in fuel economy for a turbocharged downsized version of the hydrogen-boosted engine when compared with conventional gasoline engines.

Lack of Emissions
A major cost and environmental advantage of the hydrogen-boosted lean system engine are low amounts of NOx emissions gasses, hence, complete elimination of the need for external NOx emissions control. Currently, NOx emissions control is a major cost problem for diesels which use expensive traps to meet emissions standards. Diesel particulate emissions must also be collected by a filter that must be periodically regenerated.

Hydrogen-boosted gasoline engines require neither NOx or particulate control and require only a low cost oxidation catalyst to control small amounts of exhaust (unburned hydrocarbons) formed mostly during engine start-up and early warm up. Additional cuts in emissions control requirements stem from the engine's ability to use only the clean hydrogen enriched charge during the cold start phase when 90% of emissions are generated in the emissions test.

                Now it should be noted that the above articles are reports on the efforts of the German company Arvin-Meritor to further develop the Massachusetts Institute of Technology’s plasmatron device than actually reforms a super rich air/gasoline mixture in the presence of a miniature lightning storm, into a mixture of gases including carbon monoxide and more importantly hydrogen.  This device uses more electrical energy than our electrolyzer and it uses a small amount of gasoline but it also produces more hydrogen.  It also should be noted that the above reports state the potential mileage increases due to the addition of hydrogen alone with the ultra-lean air/fuel mixture is 20-30%, which just so happens to be in the range of documented mileage increases attained by the Hydrogen Boost system. 

            Now let me explain the differences and similarities between these hydrogen boost systems.  Our Hydrogen Boost system involves more than just addition of hydrogen and leaning of the fuel ratio.  Though this may be all that’s required by their hydrogen boost system to get the 20-30% mileage increases, they are indeed producing more hydrogen than we can with only a 30 amp electrolyzer. 

To make up for the smaller quantity of hydrogen used in our system we have to prepare the fuel (gasoline) for combustion with another method to get it to ignite properly.  This is the purpose of our fuel heater and vaporizing system.  If we can get more of the fuel vaporized before the hydrogen enhance flame front gets to the air/fuel mix in the combustion chamber, we will not need as much hydrogen to get it to ignite faster.  Another consideration in our system is that we are not injecting only stable diatomic hydrogen, but Brown’s gas, which contains other less stable forms of hydrogen and oxygen and combinations thereof.  And for those Hydrogen Boost System users that choose to inject their Brown’s gas after the vehicle’s air filter (contrary to the instructions in the manual), there is the mist of electrolyte cloud that also enters the combustion chamber and possibly begins to tear down the gasoline molecules during the compression stroke of the engine, thereby further preparing the fuel for combustion.

Besides all that happens in the combustion chamber the Hydrogen Boost system also enjoys the benefits of the XCEL PLUS engine treatment and increased tire pressure, both of which have been proven experimentally by independent labs to increase mileage.  Even though we produce less hydrogen that the plasmatron device being further developed by Arvin-Meritor we can and have achieved their calculated potential mileage increase of 20-30%, though we only promote a 15-25% mileage increase without driving tips.

            So to say it one more time, “The use of an on-board electrolyzer ALONE will not give big increases in mileage.”  Now what does that tell you about the dozen or so competitors out there promoting their  hydrogen generators (electrolyzers) that cost from $250 to $15,000 and some produce 1/6 to 1/3 the quantity of hydrogen as our electrolyzer, claiming big increases in mileage with their electrolyzer ALONE?

 

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