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How to Save Fuel with Hydrogen Injection

 

        The addition of hydrogen injection to a normal fuel injected, spark ignition, gasoline fueled, engine will not likely increase its efficiency unless it is operated primarily under stressed combustion.  However the benefits of hydrogen injection can be taken advantage of by manipulating the operating parameters of the engine. 

          It is well known that a gasoline engine produces the greatest torque with a stoichiometric air/fuel mixture, but can be much more efficient when run with an ultra-lean mixture, especially at cruise throttle settings.  The reason for this is that the ultra-lean mixture opens the throttle further and reduces the vacuum in the engine manifold that causes the engine to use up horsepower to suck the combustion air into the combustion chamber.  The ultra-lean mixture reduces the horsepower used in sucking in the air.

          Running an ordinary engine with an ultra-lean air/fuel mixture is the job of the Hydrogen Boost system.  Everything possible must be done to prepare the mixture to combust.  The fuel heater heats the gasoline to the highest possible temperature without causing vapor problems within the fuel injection system, so that when the hot fuel is injected, more of it will vaporize.  The fuel vaporizing system (usually hot fuel returning to the fuel tank) vaporizes more fuel that is brought to the engine through the evaporative emissions control system.  This combination vaporizes as much fuel as possible to prepare it for combustion (liquid fuel does not combust until it is vaporized, either in the combustion chamber or before it gets there).  The hydrogen injection accelerates ignition of the vaporized fuel when the spark plug fires, similar to the way lighter fluid accelerates the lighting of barbeque briquettes.  This forces the ultra-lean air/fuel mixture to ignite when normally this lean of a mixture would simply misfire.

          To create the desired ultra-lean air/fuel mixture in a fuel injected engine the electronic control circuit of the Hydrogen Boost system does two things.  First it “kills the stoichiometric police” by disconnecting the oxygen sensor mandated by the government to guarantee a stoichiometric mixture (no excess oxygen or fuel going out the exhaust pipe).  Secondly it modifies the signal from the MAF (mass air flow) or MAP (manifold absolute pressure) sensor going to the ECU (engine control unit) or PCM (power control module) thereby telling the engine computer that less air is present than there really is.  This causes the computer to demand less fuel to be injected into the engine and therefore a leaner mixture.  The electronic control circuit can be adjusted on the fly from the driver’s seat and in response to the feel of the engine’s performance.  The mixture is usually set at the leanest mixture that enables a smooth power output.  This ultra-lean mixture also keeps the combustion temperature down to a point where NOx (nitrogen oxides) emissions are avoided.

          The permanent engine treatment component of the Hydrogen Boost system reduces friction and drag inside the engine, which further increases the engine’s efficiency.  And another component of the Hydrogen Boost system, the Scangauge, helps the driver monitor his mileage and helps him learn more efficient driving techniques.

          Hydrogen injection in a diesel engine can, however, cause an increase in efficiency (amount of work done per unit of fuel combusted) because compression ignition is already a stressed combustion condition that benefits with hydrogen injection.  However the fuel heater and permanent engine treatment components of the Hydrogen Boost system give additional improvements.

            Lastly the latest addition to the Hydrogen Boost system, in both gasoline and diesel systems, a manifold vacuum switch (pressure switch for turbocharged diesel engines) is used to turn off the Hydrogen Generator component of the Hydrogen Boost system, whenever the cost of producing the hydrogen is not outweighed by the benefits.  At idle and low cruise power settings the benefits of hydrogen injection are minimal because there is little fuel being combusted.

 

           

 

 

 

 

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