Hydrogen Injection
The technology of using hydrogen as a combustion enhancement in internal
combustion engines has been researched and proven for many years. The benefits
are factual and well documented. Our own utilization of this
technology. i.e. the hydrogen injection system,
has also been tested and proven both by institutions and in hundreds of
practical applications in road vehicles.
Here is a synopsis of a sampling of the research that has been done:
In 1974 John Houseman and D.J/Cerini of the Jet
Propulsion Lab, California Institute of Technology produced a report for the
Society of Automotive Engineers entitled “On-Board Hydrogen Generator for a
Partial Hydrogen Injection Internal Combustion Engine”.
In 1974 F.W. Hoehn and M.W. Dowy
of the Jet Propulsion Lab, prepared a report for the 9th Inter
society Energy Conversion Engineering Conference, entitled “Feasibility
Demonstration of a Road Vehicle Fueled with Hydrogen Enriched Gasoline.”
In the early eighties George Vosper P. Eng., ex-professor of Dynamics and
Canadian inventor, designed and patented a device to transform internal
combustion engines to run on hydrogen. He later affirms: “A small amount of
hydrogen added to the air intake of a gasoline engine would enhance the flame
velocity and thus permit the engine to operate with leaner air to gasoline
mixture than otherwise possible. The result, far less
pollution with more power and better mileage.” In 1995, Wagner, Jamal
and Wyszynski, at the
Roy MacAlister, PE of the American Hydrogen
Association states the “Use of mixtures of hydrogen in small quantities and conventional
fuels offers significant reductions in exhaust emissions” and that “Using
hydrogen as a combustion stimulant it is possible for other fuels to meet
future requirements for lower exhaust emissions in California and an increasing
number of additional states. Relatively small amounts of hydrogen can
dramatically increase horsepower and reduce exhaust emissions.”
At the HYPOTHESIS Conference,
In the Spring of 1997, at an international conference held by the University of
Calgary, a team of scientists representing the Department of Energy
Engineering, Zhejiang University, China, presented a mathematical model for the
process of formation and restraint of toxic emissions in hydrogen-gasoline
mixture fueled engines. Using the theory of chemical dynamics of combustion,
the group elaborated an explanation of the mechanism of forming toxic emissions
in spark ignition engines. The results of their experimental investigation
conclude that because of the characteristics of hydrogen, the mixture can
rapidly burn in hydrogen-gasoline mixture fueled engines, thus toxic emissions
are restrained. These studies and other research on hydrogen as a fuel
supplement generated big efforts in trying to develop practical systems to
enhance internal combustion engine performance. A few of them materialized in
patented devices that didn’t’t reach the level of
performance, safety or feasibility that would allow them to reach marketing
stages.
California Environmental Engineering (CEE) has tested this technology and found
reduction on all exhaust emissions. They subsequently stated: “CEE feels that
the result of this test verifies that this technology is a viable source for
reducing emissions and fuel consumption on large diesel engines.”
The American Hydrogen Association Test Lab tested this technology and proved
that: “Emissions test results indicate that a decrease of toxic emissions was
realized.” Again, zero emissions were observed on CO. Northern Alberta
Institute of Technology. Vehicle subjected to dynamometer loading in controlled
conditions showed drastic reduction of emissions and improved horsepower.
Corrections Canada tested several systems and concluded, “The hydrogen system
is a valuable tool in helping Corrections Canada meet the overall Green Plan
by: reducing vehicle emissions down to an acceptable level and meeting the
stringent emissions standard set out by California and British Columbia;
reducing the amount of fuel consumed by increased mileage.”
Additionally, their analysis pointed out that this solution is the most cost
effective. For their research they granted the C.S.C. Environmental
Award.
We also conducted extensive testing in order to prove reliability and determine
safety and performance of the components and the entire system. As a result of
these tests, we achieved important breakthroughs as far as the designs of the
components were concerned. We have since increased the hydrogen/oxygen
production significantly. This has resulted in increased effectiveness on
engine performance.
The results of these tests were able to confirm the claims made about this
technology: the emissions will be reduced, the horsepower will increase and the
fuel consumption will be reduced.
From researching the Internet we also found the following information
To best describe how Hydrogen Enhanced Combustion works, we are providing this
excerpt from a University Technical Report, written by Mr. George Vosper, P.Eng.;
...a Hydrogen Generating System (HGS) for trucks or cars has been on the
market for some time. Mounted on a vehicle, it feeds small amounts of hydrogen
and oxygen into the engine’s air intake. Its makers claim savings in fuel,
reduced noxious and greenhouse gases and increased power. The auto industry is
not devoid of hoaxes and as engineers are sceptics by
training, it is no surprise that a few of them say the idea won’t work. Such
opinions, from engineers can’t be dismissed without explaining why I think
these Hydrogen Generating Systems do work and are not just another hoax. The 2nd
law of thermodynamics is a likely source of those doubts. Meaning ...the law
-would lead you to believe that it will certainly take more power to produce
this hydrogen than can be regained by burning it in the engine. i.e. the resulting energy balance should be negative. If the
aim is to create hydrogen by electrolysis to be burned as a fuel, the concept
is ridiculous. On the other hand, if hydrogen,
shortens the burn time of the main fuel-air mix, putting more pressure on the
pis
Does it work? Independent studies, at different universities, using various
fuels, have shown that flame speeds increase when small amounts of hydrogen are
added to air-fuel mixes. A study by the California Institute of Technology, at
its Jet Propulsion Lab Pasadena, in 1974 concluded:
The J.P.L. concept has unquestionably demonstrated that the addition of small
quantities of gaseous hydrogen to the primary gasoline significantly reduces CO
and NOx exhaust emissions while improving engine
thermal efficiency
A recent study at the University of Calgary by G.A. Karim on the effect of
adding hydrogen to a methane-fuelled engine says
... The addition of some hydrogen to the methane, speeds up the rates of
initiation and subsequent propagation of flames over the whole combustible
mixture range, including for very fast flowing mixtures. This enhancement of
flame initiation and subsequent flame propagation, reduces the Ignition delay
and combustion period in both spark ignition and compression ignition engines
which should lead to noticeable improvements in the combustion process and
performance
What happens inside the combustion chamber is still
only a guess. In an earlier explanation I suggested that the extremely rapid
flame speed of the added hydrogen oxygen interspersed through the main fuel air
mix, gives the whole mix a much faster flame rate. Dr. Brant Peppley, Hydrogen Systems Group,
The results of tests at Corrections Canada’s, Bowden Alberta Institution and
other independent tests reinforce the belief that combustion is significantly
accelerated. They found with the HGS on, unburned hydrocarbons, CO and NO, in
the exhaust were either eliminated or drastically reduced and at the same
R.P.M. the engine produced more torque from less fuel.
Recently I took part in the highway test of a vehicle driven twice over the
same 200-kilometre course, on cruise control, at the same speed, once with the
system off and once with it on. A temperature sensor from an accurate pyrometer
kit had been inserted directly into the exhaust manifold, to eliminate thermal
distortion from the catalytic converter. On average, the exhaust manifold
temperature was 65°F lower during the second trip when the Hydrogen Generating
System was switched on. The fuel consumption with the unit off was 5.13253 km/li. and 7.2481 km/li. with it on,
giving a mileage increase of 41.2% and a fuel savings attributable to the unit
of 29.18%
From the forgoing, the near absence of carbon monoxide and unburnt
hydrocarbons confirms a very complete and much faster burn. Cooler exhaust
temperatures show that more work is taken out during the power stroke. More
torque from less fuel at the same R.P.M. verifies that higher pressure from a
faster burn, acting through a longer effective power stroke, produces more
torque and thus more work from less fuel. The considerable reduction in nitrous
oxides (NOx} was a surprise. I had assumed that the
extreme temperatures from such a rapid intense burn would produce more NO.,. Time plus high temperature are both essential for nitrous
oxides to form. As the extreme burn temperatures are of such short duration and
temperature through the remainder of the power stroke and the entire exhaust
stroke, will, on average, be much cooler. With this in mind, it is not so
surprising that less NOx is produced when the HGS is
operating.
Assume a fuel-air mix is so lean as to normally take the entire power stroke
(180°) to complete combustion. Educated estimates suggest the presence of
nascent hydrogen and oxygen decreases the burn time of the entire mix by a
factor of ten (10). If a spark advance of 4° is assumed, the burn would be
complete at about 14° past top dead centre. Such a burn will be both rapid and
intense. The pis
Power consumed by this model of the electrolysis cell is about 100 watts. If an
alternator efficiency of 60% is assumed, then 0.2233 horsepower will produce
enough wattage. Even on a compact car, a unit would use less than ¼ % of its
engine’s output, or about what is used by the headlights. The energy regained
from burning the hydrogen in the engine is so small that virtually all of the
power to the electrolyser must be considered lost.
That loss should not, however, exceed V4%, so that any increase in the engine’s
thermal efficiency more than ¼ %, is a real gain.
An engineering classmate suggested a grass fire as a useful analogy to
understand combustion within an engine. The flame front of a grass fire is
distinct and its speed depends in part on the closeness of the individual
blades. If grass is first sprayed with a small amount of gasoline to initiate
combustion, then all blades will ignite almost in unison. In much the same way,
small amounts of nascent oxygen and hydrogen present in the fuel-air mix will
cause a chain reaction that ignites all the primary fuel molecules
simultaneously. Faster more complete burns are the keys to improving efficiency
in internal combustion engines. Power gained from increased thermal efficiency,
less the power to the electrolysis unit, is the measure of real gain or loss.
It follows from the foregoing paragraph that even a modest gain in thermal
efficiency will be greater than the power used by an electrolysis unit. The net
result should therefore be positive. Thus onboard electrolysis systems
supplying hydrogen and oxygen to internal combustion engines, fuelled by
diesel, gasoline or propane, should substantially
increase efficiencies.
While the auto industry searches for the perfect means of eliminating harmful
emissions, consideration should be given to what these systems can do now,
since the HGS considers reduction of harmful emissions even as the engine ages.
Almost all unburned hydrocarbons, CO and NO,, are
eliminated. Reducing hydrocarbons and CO causes a slight rise in the percentage
of CO2 in the exhaust, but as less fuel is used, the actual quantity of CO2
produced is reduced by roughly the same ratio as the savings in fuel. In brief,
noxious gas is almost eliminated and greenhouse gas is decreased in proportion
to the reduction in fuel consumption. Nothing I have learned so far has
lessened my belief that the benefits of using electrolysis units to supply
hydrogen to most types of internal combustion engines are both real and
considerable.
Reprinted with the permission of George Vosper, P.
President of American Hydrogen Association
INTRODUCTION
The carbon equivalent of 180 million barrels of oil are burned each day to
support the Earth’s growing population of 5 billion persons search for
prosperity. Carbon dioxide built up in the atmosphere has reached levels that
are about 30 per cent higher than at any time in the last 160 years.
Environmental damage and health threats due to air pollution have reached every
area of the planet. Continued dependence upon fossil fuels is detrimental to
public health and is a dangerous experiment that may have no point of return
for civilization, as we know it. Nine Americans die each hour due to air
pollution.
U.S. Energy expenditures amount to about 440 billion dollars per year. About 50
percent of our energy is produced from foreign oil.
Finding a solution to the difficult problems of energy sufficiency,
environmental damage, and air pollution is imperative. The solution must
provide convenience for near-term market acceptance and utilize renewable
resources.
HYDROGEN AS A COMBUSTION STIMULANT
Hydrogen burns more rapidly than hydrocarbon fuels because it is smaller and
enters combustion reactions at higher velocity, has lower activation energy,
and incurs more molecular collisions than heavier molecules. These
characteristics make it possible to use mixtures of hydrogen with conventional
hydrocarbon fuels such as gasoline, diesel and propane to reduce emissions of
unburned hydrocarbons. Transition from fossil fuels to renewable hydrogen by
use of mixtures of hydrogen in small quantities with conventional fuels offers
significant reductions in exhaust emissions. Using hydrogen as a combustion
stimulant makes it possible for other fuels to meet future requirements for
lower exhaust emissions in
Mixing hydrogen with hydrocarbon fuels provides combustion stimulation by
increasing the rate of molecular-cracking processes in which large hydrocarbons
are broken into smaller fragments. Expediting production of smaller molecular
fragments is beneficial in increasing the surface-to-volume ratio and
consequent exposure to oxygen for completion of the combustion process.
Relatively small amount of hydrogen can dramatically increase horsepower and
reduce emissions of atmospheric pollutants.
Reprinted from an AHA Newsletter
More information is available at http://www.greencarcongress.com/2005/11/hydrogenenhance.html#comment-11093310