DefinitionPlastic welding and spot welding - both are almost
similar to each other. There is a difference noted. In plastic
welding, heat is supplied through convection of the pincher tips,
instead of conduction. The two plastic pieces are brought together.
At the time of welding, a jet of hot air is liberated. This melts
the parts to be joined along with the plastic filler rod. As the
rod starts melting, it is forced into the joint and causes the
fusion of the parts.Plastic identification is the first point to be
noted in order to choose a suitable plastic welding rod. A plastic
welding rod or thermoplastic welding rod is of a constant
cross-section shape. Using this, two plastic pieces can be joined.
It may have a circular or triangular cross-section. Porosity of the
plastic welding rod is an important factor. Air bubbles in the rod
will be created due to its high porosity. This is responsible for
decreasing the quality of the welding. So, the rods used must
maintain zero porosity. Otherwise, they should be void less.
Products like chemical tanks, water tanks, heat exchangers and
plumbing fittings are manufactured by using the technique of
plastic welding. By adopting this technique, money can be
saved.Using plastic welding, two plastics can be welded together.
This type of weld is performed on children's toys, lawn furniture,
auto parts and other plastic equipments which are used daily - both
for domestic and commercial purposes. In order to join the
thermoplastics, when they are heated an under a particular
pressure, this type of welding is employed. In normal practice,
using filler material, the pieces are joined together. There are
certain occasions wherein filler material can be avoided.
Generally, plastic is not durable and has a shorter life span.
Natural elements like cold weather, ultraviolet radiation from the
sun or continuous exposure to chemicals causing contamination, will
create damage to plastic products. Plastic can be subjected to
damage if it is hit on a hard surface. But, as the price of new
parts is high, it is preferred to repair the existing products.As
there are different types of plastics, we must know which one we
are working with in order to find the exact welding material to be
used. We must know the difference between thermoplastics and thermo
sets because it is not possible to weld thermo sets. If you use the
wrong welding rod for the plastic to be repaired, bonding will not
take place. As materials like polyolefin's have a lower surface
energy, a special group of polyolefin adhesives has to be used.
When you are repairing plastic, there are usually two types of
defects - a crack or a broken part. In the case of a crack, there
is a particular stress affecting the inside of the material. You
have to repair the crack and you should not continue through the
piece.Introduction:There are many types of plastic welding.
Hot gas welding uses a welding gun which has electric heating
elements. They produce heat f hot gas.
Hot plastic welding uses a hot plate place between the two
surfaces which are to be joined. In order to weld two pieces,
ultrasonic welding uses a high frequency acoustic vibration. After
subjecting them to high pressure, they are exposed to the
vibrations until the weld is completed.
Spin welding, where friction is employed to weld two cylindrical
parts. These parts are rotated. The rotation stops at a particular
point and the weld is completed.
Vibration welding exposes the pieces to a frequency called
amplitude. The two pieces are subjected to pressure due to which a
friction is created which generates heat.Metal Arc WeldingIt is a
process of joining two metal pieces by melting the edges by an
electric arc. The electric arc is produced between two conductors.
The electrode is one conductor and the work piece is another
conductor. The electrode and the work piece are brought nearer with
small air gap. (3mm app.)
When current is passed an electric arc is produced between the
electrode and the work piece. The work piece and the electrode are
melted by the arc. Both molten piece of metal become one.
Temperature of arc is about 4000c Electrodes used in arc welding
are coated with a flux. This flux produces a gaseous shield around
the molten metal. It prevents the reaction of the molten metal with
oxygen and nitrogen in the atmosphere. The flux removes the
impurities from the molten metal and form a slag. This slag gets
deposited over the weld metal. This protects the weld seam from
rapid cooling. Fig.1 shows arc welding process.
Carbon Arc WeldingIn carbon arc welding, the intense of heat of
an electric arc between a carbon electrode and work piece metal is
used for welding. DC power supply is used. The carbon electrode is
connected to negative terminal and work piece is connected to
positive terminal, because positive terminal is hotter (4000c) than
the negative terminal (3000c) when an arc is produced. So carbon
from the electrode will not fuse and mix up with the metal weld. If
carbon mixes with the weld, the weld will become weak and brittle.
To protect the molten metal from the atmosphere the welding is done
with a long arc. In this case, a carbon monoxide gas is produced,
which surrounds the molten metal and protects it.
Carbon arc welding is used to weld both ferrous and non ferrous
metals. Sheets of steel, copper alloys, brass and aluminium can be
welded in this method.
Oxy-Acetylene weldingIn gas welding, a gas flame is used to melt
the edges of metals to be joined. The flame is produced at the tip
of welding torch. Oxygen and Acetylene are the gases used to
produce the welding flame. The flame will only melt the metal. A
flux is used during welting to prevent oxidations and to remove
impurities. Metals 2mm to 50mm thick are welded by gas welding. The
temperature of oxyacetylene flame is about 3200c. Fig shows Gas
welding equipments.
GAS CUTTING
Ferrous metal is heated in to red hot condition and a jet of
pure oxygen is projected onto the surface, which rapidly
oxidizes
Oxides having lower melting point than the metal, melt and are
blown away by the force of the jet, to make a cut
Fast and efficient method of cutting steel to a high degree of
accuracy
Torch is different from welding
Cutting torch has preheat orifice and one central orifice for
oxygen jet
PIERCING and GOUGING are two important operations
Piercing, used to cut a hole at the centre of the plate or away
from the edge of the plate
Gouging, to cut a groove into the steel surface
AbstractIn developed and developing countries considerable
emphasis is being laid on the minimization of pollutants from
internal combustion engines. A two-stroke cycle engine produces a
considerable amount of pollutants when gasoline is used as a fuel
due to short-circuiting. These pollutants, which include unburnt
hydrocarbons and carbon monoxide, which are harmful to beings.
There is a strong need to develop a kind of new technology which
could minimize pollution from these engines.Direct fuel injection
has been demonstrated to significantly reduce unburned hydrocarbon
emissions by timing the injection of fuel in such way as to prevent
the escape of unburned fuel from the exhaust port during the
scavenging process.
The increased use of petroleum fuels by automobiles has not only
caused fuel scarcities, price hikes, higher import bills, and
economic imbalance but also causes health hazards due to its toxic
emissions. Conventional fuels used in automobiles emit toxic
pollutants, which cause asthma, chronic cough, skin degradation,
breathlessness, eye and throat problems, and even cancer.The
Objectives Of Present StudyTo compare the performance of a
carbureted and injected engine at constant speed. Direct injection
system was developed which eliminates short circuiting losses
completely and injection timing was optimized for the best engine
performance and lower emissions.
In a lean burn engine, air fuel ratio is extremely critical.
Operation near the lean mixture limit is necessary to obtain the
lowest possible emission and the best fuel economy. However, near
the lean limit, a slight error in air-fuel ratio can drive the
engine to misfire.
A reliable electronic gaseous fuel injection system was designed
and built in order to control the engine and also for the
evaluation of control strategies. The electronic control unit is
used to estimate the pulse width of the signal that would actuate
the fuel injector and the start of fuel injection.Electronic Fuel
Injection System
New Direct Cng Injection System
The short-circuiting losses of the two-stroke engine can be
eliminated by directly injecting the fuel into the cylinder after
the closure of the exhaust port. This requires the development of
an electronically controlled direct fuel injection system fitted
with suitable modification to the engine.
The Figure shows the cylinder wall injection, with an injection
nozzle installed in the cylinder wall. The injection nozzle was
tilted by 400 from the horizontal and injects the fuel upward,
different from the method of injecting the fuel at a right angle to
the cylinder axis as employed by Vieillendent, Blair, etc. The
spray would be concentrated on the upper position of the combustion
chamber near the spark plug.
The location of the nozzle on the cylinder was determined from
the pressure crank angle diagram corresponding to an in-cylinder
pressure of 2 bar attained after the closure of the exhaust port.
Corresponding to this crank angle a hole is drilled in the cylinder
bore at an inclination of 400 from horizontal. A water-cooled
adaptor was designed for cooling the injector to prevent excess
heating of the injector.
Effect of Fuel Injection Timing on Engine Load
Fuel injection timing has a strong influence on the mixing
process. In homogeneity in the cylinder charge creates limitations
in the optimization of natural gas engines. It has been
demonstrated, that poor mixture distribution increases the level of
cycle-to-cycle combustion variability.
Mixture formation in a direct injected gasoline fueled engine is
largely dependent on the atomization and evaporation of the fuel.
While this complexity is not present in gaseous-fueled engines
since the mixing process is far from trivial. Due to the lower
momentum of injected fuel, the degree of mixing in the region of
the jet is lower in the gaseous case than in the liquid case. For
this reason, it is important to utilize the timing of the fuel
injection event to optimize the mixing process.
Any further increase in the injection advance angle of 2330
results in reduction in maximum brake thermal efficiency is 22.1%
at BMEP of 3.45 bar. This is due to the fact that the exhaust gases
may carry a small fraction of injected fuel while scavenging.
ConclusionThe maximum brake thermal efficiency of the direct
injection engine is 9.1% more than the carbureted engine at 3500
rpm.
There is 79.3% reduction in the unburnt hydrocarbon with
electronic fuel injection at 3500 rpm.The CO emission is 94.5% less
in the injected engine compared to the carbureted engine at 3500
rpm.
This paper deals with the details of four wheel steering (4WS)
system. With the help of this system all the four wheels can be
turned to any direction using the steering. Thus the vehicle can be
controlled more effectively especially during cornering and
parking. Also the speed of the vehicle can be increased or
decreased.
`There are three types of production of four-wheel steering
systems:1. Mechanical 4WS2. Hydraulic 4WS3. Electro/hydraulic
4WSThe mechanical 4WS uses two separate steering gears to control
the front and rear wheels. The hydraulic 4WS uses a two-way
hydraulic cylinder to turn both the wheels in the same direction.
It is not possible to turn them in the opposite direction. The
electro/hydraulic 4WS combine computer electronic controls with
hydraulics to make the system sensitive to both steering angle and
road speeds.
This system finds application in off-highway vehicles such as
fork lifts, agricultural and construction equipment and mining
machinery. It is also useful in passenger cars, mainly SUVs.
Four-wheel steering, 4WS, also called rear-wheel steering or
all-wheel steering, provides a means to actively steer the rear
wheels during turning maneuvers. It should not be confused with
four-wheel drive in which all four wheels of a vehicle are powered.
It improves handling and help the vehicle make tighter
turns.Production-built cars tend to understeer or, in few
instances, oversteer. If a car could automatically compensate for
an understeer/oversteer problem, the driver would enjoy nearly
neutral steering under varying conditions. 4WS is a serious effort
on the part of automotive design engineers to provide near-neutral
steering.The front wheels do most of the steering. Rear wheel
turning is generally limited to 50-60 during an opposite direction
turn. During a same direction turn, rear wheel steering is limited
to about 10-1.50.When both the front and rear wheels steer toward
the same direction, they are said to be in-phase and this produces
a kind of sideways movement of the car at low speeds. When the
front and rear wheels are steered in opposite direction, this is
called anti-phase, counter-phase or opposite-phase and it produces
a sharper, tighter turnWhy Four-Wheel Steering System?:To
understand the advantages of four-wheel steering, it is wise to
review the dynamics of typical steering maneuvers with a
conventional front -steered vehicle. The tires are subject to the
forces of grip, momentum, and steering input when making a movement
other than straight-ahead driving. These forces compete with each
other during steering maneuvers. With a front-steered vehicle, the
rear end is always trying to catch up to the directional changes of
the front wheels. This causes the vehicle to sway. As a normal part
of operating a vehicle, the driver learns to adjust to these forces
without thinking about them.When turning, the driver is putting
into motion a complex series of forces. Each of these must be
balanced against the others. The tires are subjected to road grip
and slip angle. Grip holds the car's wheels to the road, and
momentum moves the car straight ahead. Steering input causes the
front wheels to turn. The car momentarily resists the turning
motion, causing a tire slip angle to form. Once the vehicle begins
to respond to the steering input, cornering forces are generated.
The vehicle sways as the rear wheels attempt to keep up with the
cornering forces already generated by the front tires. This is
referred to as rear-end lag, because there is a time delay between
steering input and vehicle reaction. When the front wheels are
turned back to a straight -ahead position, the vehicle must again
try to adjust by reversing the same forces developed by the turn.
As the steering is turned, the vehicle body sways as the rear
wheels again try to keep up with the cornering forces generated by
the front wheels.The idea behind four-wheel steering is that a
vehicle requires less driver input for any steering maneuver if all
four wheels are steering the vehicle. As with two-wheel steer
vehicles, tire grip holds the four wheels on the road. However,
when the driver turns the wheel slightly, all four wheels react to
the steering input, causing slip angles to form at all four wheels.
The entire vehicle moves in one direction rather than the rear half
attempting to catch up to the front. There is also less sway when
the wheels are turned back to a straight-ahead position. The
vehicle responds more quickly to steering input because rear wheel
lag is eliminated.Mechanical 4WSIn a straight-mechanical type of
4WS, two steering gears are used-one for the front and the other
for the rear wheels. A steel shaft connects the two steering
gearboxes and terminates at an eccentric shaft that is fitted with
an offset pin. This pin engages a second offset pin that fits into
a planetary gear.
The planetary gear meshes with the matching teeth of an internal
gear that is secured in a fixed position to the gearbox housing.
This means that the planetary gear can rotate but the internal gear
cannot. The eccentric pin of the planetary gear fits into a hole in
a slider for the steering gear.A 120-degree turn of the steering
wheel rotates the planetary gear to move the slider in the same
direction that the front wheels are headed. Proportionately, the
rear wheels turn the steering wheel about 1.5 to 10 degrees.
Further rotation of the steering wheel, past the 120degree point,
causes the rear wheels to start straightening out due to the
double-crank action (two eccentric pins) and rotation of the
planetary gear. Turning the steering wheel to a greater angle,
about 230 degrees, finds the rear wheels in a neutral position
regarding the front wheels. Further rotation of the steering wheel
results in the rear wheels going counter phase with regard to the
front wheels. About 5.3 degrees maximum counter phase rear steering
is possible.Mechanical 4WS is steering angle sensitive. It is not
sensitive to vehicle road speed.
Hydraulic 4WSThe hydraulically operated four-wheel-steering
system is a simple design, both in components and operation. The
rear wheels turn only in the same direction as the front wheels.
They also turn no more than 11/2 degrees. The system only activates
at speeds above 30 mph (50 km/h) and does not operate when the
vehicle moves in reverse.
A two-way hydraulic cylinder mounted on the rear stub frame turn
the wheels. Fluid for this cylinder is supplied by a rear steering
pump that is driven by the differential. The pump only operates
when the front wheels are turning. A tank in the engine compartment
supplies the rear steering pump with fluid.When the steering wheel
is turned, the front steering pump sends fluid under pressure to
the rotary valve in the front rack and pinion unit. This forces
fluid into the front power cylinder, and the front wheels turn in
the direction steered. The fluid pressure varies with the turning
of the steering wheel. The faster and farther the steering wheel is
turned, the greater the fluid pressure.The fluid is also fed under
the same pressure to the control valve where it opens a spool valve
in the control valve housing. As the spool valve moves, it allows
fluid from the rear steering pump to move through and operate the
rear power cylinder. The higher the pressure on the spool, the
farther it moves. The farther it moves, the more fluid it allows
through to move the rear wheels. As mentioned earlier, this system
limits rear wheel movement to 11/2 degrees in either the left or
right
direction.Referencehttp:\\www.howstuffworks.comhttp:\\www.howhurricaneworks.comhttp:\\www.thecarconnection.comhttp:\\www.theautochannel.comhttp:\\www.delphiauto.com
Hybrid solar Desiccant Cooling SystemUsing excess summer heat
from solar collectors to drive desiccant cooling systems is often
proposed. A two wheel desiccant system using solar heat for
desiccant regeneration is typically discussed. The two wheel system
uses a desiccant wheel that is matched with a heat exchanger wheel.
The heat exchanger recycles heat for the desiccant regeneration and
improves system efficiency. These systems are generally limited to
delivering warm dry air or cool humid air in most parts of the US.
A newly patented desiccant cooling cycle creates two dry air
streams. This new cycle uses indirect evaporative cooling of one
air stream to cool the second stream. Additional direct evaporative
cooling allows cool and dry air to be delivered to the building.
Regeneration exhaust heat can provide water heating. Combining the
system with a new solar air heating system should provide a
significant solar heating, cooling, and hot water delivery
system.
A desiccant material naturally attracts moisture from gases and
liquid. The material becomes as moisture is absorbed or collected
on the surface; but when heated, the desiccant dries
out-or-regenerate and can be use again. Conventional solid
desiccant include silica gel, activated alumina, lithium chlorate
salt and molecular sieves. Titanium Silicate a class of material
called 1m, and synthetic polymer are new solid desiccant material
design to be more effective for cooling application. Liquid
desiccant include lithium chlorate, lithium bromide, calcium
chloride and triethylene glycol solution.
In a dehumidifier, the desiccant removes moisture from the air,
which release heat and rises the air temperature. The air is then
cooled by heat re-covers units and cooling devices such as
evaporative cooler or the cooling coil of a conventional air
conditional. In a stand alone desiccant system, air is first dried,
and then cooled by a heat exchanger and a set of evaporative
coolers. This system is free of ozone-depleting CFC and HCFC
refrigerant. In most systems, a wheel containing desiccant
continuously dehumidify outside air entering the cooling unit. The
desiccant is then regenerated by thermal energy.Desiccant
Evaporative Cooling System:A typical desiccant cycle can be cost
effective when removing humidity from the air. However,
regeneration of the desiccant requires heating roughly equal to the
energy it provides for dehumidification. When using evaporative
final cooling, the system can deliver a range of warm dry air or
cool humid air at relatively high COP.
A typical two wheel desiccant cycle is shown in Figure 2. The
psychometrics for the cycle is shown in Figure 3 along the lines
from A to B to C and the 2 wheel limit line. The regeneration cycle
is shown along E, G, I and J. The 2 wheel limit line in Figure 3
represents the continuum of temperature and humidity possible by
evaporative cooling the dry air from point C to D. As shown, the
line does not deliver both cooler and drier air than the original
state point E. To achieve the necessary cooling that removes both
internal and external heat gain and humidity loads, the condition
along the line C to D must be substantially cooler and drier than
the existing state point E within the building.
The line C D represents one such cooler drier condition. To
achieve this condition usually requires an additional cooling
system that completes the final cooling from point C to point C.
Compression refrigeration is most often used for this final cooling
in conjunction with a desiccant system for dehumidification.
However, in most cases, consumers will buy only one cooling system,
a compression system, to meet their entire cooling needs.
New TechnologiesRecent patents in each technology have overcome
some of the problems holding back greater deployment. Tests of
these new technologies in the past 4 years indicate that workable
systems can be deployed. These systems have shown the technical
capacity to deliver solar heating and desiccant cooling with
indirect and direct evaporative cooling. Specifically, these new
technologies include the solar thermal tile system shown in Figures
4 and 5 and the NovelAire desiccant evaporative cooling cycle shown
schematically, in Figure 6.
The solar thermal tile system is a mid temperature air heating
collector. It is designed to function as the weather tight roof of
a building or as a rack mounted solar collector on low sloped roofs
or in ground mounted applications. It is designed to be installed
at a cost comparable to high quality slate and tile roofing, which
is substantially less expensive than existing mid temperature
collectors. As a result, the system can be economically installed
to handle the larger space heating loads, even with the seasonal
reduction in productivity during the summer months.
Stagnation tests show that the systems can achieve internal air
temperatures of greater than 200 degrees F (94 C) and more than
130F (72 C) above ambient temperature. An air flow test with an
early prototype showed outlet air temperatures of 160 -180 F (71-82
C) are possible. Higher temperatures are expected with optimal
orientation, improved materials such as selective surface
absorbers, and optimal air flow.
The system is of sufficiently low cost to deploy a large area to
deliver a large volume of air for winter space heating, and deliver
high air outlet temperatures particularly in the summer. This
provides an opportunity to support desiccant regeneration with the
large quantities of excess summer heat. Because the system is an
air heating system, it is well suited for direct delivery of solar
heated air for desiccant regenerationAdvantages(1) Desiccant
evaporative cooling, used as stand-alone system or to supplement
conventional cooling equipment, removes moisture from the air
without the use of ozone-depleting compounds.
(2) Micro organism are well protected indoors by the moisture
surrounding them if humidity is above 70% they can cause acute
diseases and cause the building structure and its contain to
deteriorate.
(3) Direct indirect and evaporative cooling system is less
expensive than vapour compression system.
(4) Hybrid system can provide year round comfort.
(5) It decreases the electrical demand.
(6) Desiccant based system can reduce moisture much below 40f
dew point temperature, while the conventional cooling can only
dehumidify the air to temperature above 40f dew point
temperature.
(7) Desiccant system can often permit reduction in size of the
conventional system (vapour compression system), because part of
cooling load (dehumidification load) is shifted to desiccant
system. Size reduction not only save the energy, but it also
decreases the electrical demand and may reduce initial capital
investment.Reference1) P. L. Dhar, S. C Kaushik, sanjeev Jain,
Thermodynamics analysis of desiccant augmented evaporative cooling
cycle for Indian condition, ASHRAE TRANSACTIONS, 1995.2) William a
Blending, Marc P. F. Delmas, novel desiccant cooling system using
indirect evaporative cooler, ASHRAE TRANSACTION, 1997.3) U.S.
Patent 5,651,226 to Archibald dated July 29, 1997.4) U.S. Patent
5,758,508 to Belding, et.al. dated June 2,1998.
5) www.americansolar.com
Electro-Hydraulic Brake (EHB) System is a system which senses
the driver's will of braking through the pedal simulator and
controls the braking pressures to each wheels. The system is also a
hydraulic Brake by Wire system.Many of the vehicle sub-systems in
todays modern vehicles are being converted into by-wire type
systems. This normally implies a function, which in the past was
activated directly through a purely mechanical device, is now
implemented through electro-mechanical means by way of signal
transfer to and from an Electronic Control Unit. Optionally, the
ECU may apply additional intelligence based upon input from other
sensors outside of the drivers influence. Electro-Hydraulic Brake
is not a true by-wire system with the thought process that the
physical wires do not extend all the way to the wheel brakes.
However, in the true sense of the definition, any EHB vehicle may
be braked with an electrical joystick completely independent of the
traditional brake pedal. It just so happens that hydraulic fluid is
used to transmit energy from the actuator to the wheel brakes.This
configuration offers the distinct advantage that the current
production wheel brakes may be maintained while an integral,
manually applied, hydraulic failsafe backup system may be directly
incorporated in the EHB system. The cost and complexity of this
approach typically compares favorably to an Electro-Mechanical
Brake (EMB) system, which requires significant investment in
vehicle electrical failsafe architecture, with some needing a 42
volt power source. Therefore, EHB may be classified a stepping
stone technology to full Electro-Mechanical BrakesA base brake
event can be described as a normal or typical stop in which the
driver maintains the vehicle in its intended direction at a
controlled deceleration level that does not closely approach wheel
lock. All other braking events where additional intervention may be
necessary, such as wheel brake pressure control to prevent lock-up,
application of a wheel brake to transfer torque across an open
differential, or application of an induced torque to one or two
selected wheels to correct an under- or over steering condition,
may be classified as controlled brake performance. Statistics from
the field indicate the majority of braking events stem from base
brake applications and as such can be classified as the single most
important function. From this perspective, it can be of interest to
compare modern-day Electro-Hydraulic Brake (EHB) hydraulic systems
with a conventional vacuum-boosted brake apply system and note the
various design options used to achieve performance and reliability
objectives.Single Channel Complexity Comparison for Base Brakes:The
conventional system utilizes a largely mechanical link all the way
from the brake pedal through the vacuum booster and into the master
cylinder piston. Proportional assist is provided by an air valve
acting in conjunction with the booster diaphragm to utilize the
stored vacuum energy. The piston and seal trap brake fluid and
transmit the hydraulic energy to the wheel brake.Compare this to
the basic layout of the typical EHB system. First, the drivers
input is normally interpreted by up to three different devices: a
brake switch, a travel sensor, and a pressure sensor while an
emulator provides the normal pedal feel. To prevent unwanted brake
applications, two of the three inputs must be detected to initiate
base brake pressure. The backup master cylinder is subsequently
locked out of the main wheel circuit using isolation solenoid
valves, so all wheel brake pressure must come from a high-pressure
accumulator source. This stored energy is created by pressurizing
brake fluid from the reservoir with an electro-hydraulic pump into
a suitable pre-charged vessel. The accumulator pressure is
regulated by a separate pressure sensor or other device. The
by-wire characteristics now come into play as the drivers braking
intent signals are sent to the ECU. Here an algorithm translates
the dynamically changing voltage input signals into the
corresponding solenoid valve driver output current waveforms.
As the apply and release valves open and close, a pressure
sensor at each wheel continuously closes the loop by feeding back
information to the ECU so the next series of current commands can
be given to the solenoid valves to assure fast and accurate
pressure response.
It is obvious the EHB system is significantly more complex in
nature. To address this concern, numerous steps have been taken to
eliminate the possibility of boost failure due to electronic or
mechanical faults. In the ECU design, component redundancy is used
throughout. This includes multiple wire feeds, multiple processors
and internal circuit isolation for critical valve drivers. The
extra components and the resulting software to control them, does
add a small level of additional complexity in itself. Thermal
robustness must also carefully be designed into the unit, as duty
cycles for valves and motors will be higher than in add-on type
system. Thus, careful attention must be given to heat sinking,
materials, circuit designs, and component selection. Special
consideration must be given to the ECU cover heat transfer
properties, which could include the addition of cooling fins. On
the mechanical side there is redundancy in valves and wheel brake
sensors in that the vehicle may still be braked with two or three
boosted channels. In regards to the E-H pump and accumulator,
backup components are not typically considered practical from a
size, mass, and cost viewpoint. However, these few components are
extremely robust in nature and thoroughly tested to exceed
durability requirements.Similar to the days of early ABS
introduction, multiple EHB hydraulic design configurations have
emerged. From the mid 80s through the latter part of the 1990s
numerous ABS configurations ranging from hydraulically boosted open
systems, to four valve flow control designs, to modulators based
upon ball screws and electric motors came to market before the
8-valve, closed recirculation system became the de facto standard.
As with any new technology, there are concerns and tradeoffs to be
dealt with. In the case of the electro-hydraulic brake they center
around increased electrical and mechanical complexity, failsafe
braking performance, accumulator safety, and 2-wheel versus 4-wheel
backup modes. Each of these concerns has been answered by prudent
designs and incorporation of new component technologies. The
configuration adopted in Delphis EHB development has included use
of four-wheel failsafe with individual isolation pistons and
utilization of mechanical pedal feel lockout. This particular
design allows system flexibility, inherent accumulator precharge
isolation, and the ability to tune for optimum failed system
stopping performance for all vehicle classes.
Ultimately, no matter which final configuration is selected for
a specific vehicle platform, it will have to undergo the rigors of
full brake system validation. A carefully de-signed and implemented
EHB system holds the promise of enabling the new brake-by-wire
features while still reliably performing the everyday task of
stopping the vehicle.Reference1). David F. Reuter, Delphi
Corporation ,Dayton Technical Center, M/C C-862). Joseph A.
Elliott, Delphi Corporation, Brighton Technical Center, M/C
483-3DB-2103). http://www.mando.com/eng/technique_safetyehb.htm
Six Stroke engine, the name itself indicates a cycle of six
strokes out of which two are useful power strokes. According to its
mechanical design, the six-stroke engine with external and internal
combustion and double flow is similar to the actual internal
reciprocating combustion engine. However, it differentiates itself
entirely, due to its thermodynamic cycle and a modified cylinder
head with two supplementary chambers: combustion and an air heating
chamber, both independent from the cylinder. In this the cylinder
and the combustion chamber are separated which gives more freedom
for design analysis. Several advantages result from this, one very
important being the increase in thermal efficiency.It consists of
two cycles of operations namely external combustion cycle and
internal combustion cycle, each cycle having four events. In
addition to the two valves in the four stroke engine two more
valves are incorporated which are operated by a piston
arrangement.The Six Stroke is thermodynamically more efficient
because the change in volume of the power stroke is greater than
the intake stroke and the compression stroke. The main advantages
of six stroke engine includes reduction in fuel consumption by 40%,
two power strokes in the six stroke cycle, dramatic reduction in
pollution, adaptability to multi fuel operation. Six stroke
engine's adoption by the automobile industry would have a
tremendous impact on the environment and world economy.Analysis Of
Six Stroke EngineSix-stroke engine is mainly due to the radical
hybridization of two- and four-stroke technology. The six-stroke
engine is supplemented with two chambers, which allow parallel
function and results a full eight-event cycle: two four-event-each
cycles, an external combustion cycle and an internal combustion
cycle. In the internal combustion there is direct contact between
air and the working fluid, whereas there is no direct contact
between air and the working fluid in the external combustion
process. Those events that affect the motion of the crankshaft are
called dynamic events and those, which do not effect are called
static events.
SIX-STROKE ENGINE CYCLE DIAGRAM
DefinitionNanomaterial use in construction, in coatings, in site
remediation, and on invisible planes.The Israel-based YnetNews is
Reporting that an Israeli company called Nanoflight has
successfully run a test on dummy missiles that were painted with
the nano-enabled coating and have shown that radar could not pick
them up as missiles. The nanocoating achieves its radar trickery by
absorbing the radio waves emitted by the radar and scattering them
as heat energy enough so that when the radar gets the bounced back
signal it is not regular enough to indicate an object. A spokesman
for Nanoflight, Eli Shaldag, is quoted in the article indicating
that the company is in the second stage of its development process
after which they will be able to produce the coating in larger
quantities.ConstructionNanomaterial use in construction, in
coatings, in site remediation, and on invisible planes. Certain
nanomaterials can improve the strength of concrete, serve as
self-cleaning and self-sanitizing coatings. These paving slabs are
coated with titanium dioxide (TiO2). Titanium dioxide is a photo
catalyst; it uses sunlight to accelerate a naturally occurring. An
Israeli company has developed a paint for airplanes that can make
them invisible to radar.Air Force Research LaboratoryThe Air Force
Research Laboratory (AFRL) is the Air Forces only organization
wholly dedicated to leading the discovery, development, and
integration of war fighting technologies for our air, space and
cyberspace forces. AFRL traces its roots back to the vision of
early airpower leaders who understood science as thekey to air
supremacy. The passionate commitment of our people to realize this
vision has helped create the world's best air, space and cyberspace
force.MissionAFRLs mission is leading the discovery, development
and integration of affordable war fighting technologies for
Americas aerospace forces. It is a full-spectrum laboratory,
responsible for conceiving, planning and executing the Air Forces
science and technology program. AFRL leads a worldwide government,
industry and academia partnership in the discovery, development and
delivery of a wide range of revolutionary technologies. The
laboratory provides leading-edge war fighting capabilities keeping
our air, space and cyberspace forces the worlds best.Personnel and
ResourcesThe lab employs approximately 5,400 government people,
including about 1,300 military and 4,100 civilian personnel. It is
responsible for the Air Forces science and technology budget of
nearly $2 billion including basic research, applied research,
advanced technology development and an additional $1.7 billion
fromAFRL customers.OrganizationAFRL accomplishes its mission
through nine technology directorates located across the United
States, through the Air Force Office of Scientific Research, and
with the support of a central staff. The directorates are: Air
Vehicles Directorate, Directed Energy Directorate, Human
Effectiveness Directorate, Information Directorate, Materials and
Manufacturing Directorate, Munitions Directorate, Propulsion
Directorate, Sensors Directorate, and Space Vehicles
Directorate.
DefinitionThe quest of human beings to develop engines with high
power, high torque, less vibration and most essentially with no
pollution is on since the discovery and development of engine.
Stirling engine is just one step forward towards the creation of a
noise free and pollution less engine.The Stirling engine is the
engine, which uses a fixed amount of gas sealed inside a cylinder.
The expansion and contraction of the gas, using heat from external
source, creates the useful work. The main advantage of this engine
is its capability to use any type of fuel and the emission of no
exhaust gases.Due to this pollution free and use of any type of
fuel characteristics the Stirling engine shows a greater potential
over any other type of engine existing today. To consolidate this
claim an effort has been made to develop a working model of
Stirling engine.Stirling Engine
The Stirling engine is a heat engine that is vastly different
from an internal combustion engine. Stirling engines have two
pistons that create a 90-degree phase angle and two different
temperature spaces. The working gas in the engine is perfectly
sealed, and doesn't go in and out to the atmosphere. The Stirling
engine uses a Stirling cycle, which is unlike the cycles used in
normal internal combustion engines.Parts Of A Stirling EngineMain
chamber:It is the chamber where a fixed amount of gas is sealed
initially. Inside this chamber only expansion and compression of
gas takes place.Output Shaft:It is horizontal and mounted several
inches above the main chamber. The end of shaft centered over the
main chamber has a crank and connecting rod, which drives the
displacer.Displacer:This is the large piston in the drawing. This
piston is very loose in its cylinder, so air can move easily
between the heated and cooled sections of the engine as the piston
moves up and down.Power piston:This is the smaller piston at the
top of the engine. It is a tightly sealed piston that moves up as
the gas inside the engine expands.Crankshaft:The crankshaft is made
up of steel, which passes through the bearing and receives the
crank disc .the crank disc forms mount for flywheel.Regenerator:The
regenerator is constructed of material that readily conducts heat
and has a high surface area. When hot gas is transferred to the
cool cylinder, it is first driven through the regenerator, where a
portion of the heat is deposited. When the cool gas is transferred
back, this heat is reclaimed; thus the regenerator "pre heats" and
"pre cools" the working gas, dramatically improving
efficiency.DefinitionRocket engines requires a tremendous amount of
fuel high at high pressure .Often th pump costs more than the
thrust chamber.One way to supply fuel is to use the expensive
turbopump mentioned above,another way is to pressurize fuel tank.
Pressurizing a large fuel tank requires a heavy , expensive tank.
However suppose instead of pressurizing entire tank, the main tank
is drained into a small pump chamber which is then pressurized. To
achieve steady flow, the pump system consists of two pump chambers
such that each one supplies fuel for of each cycle. The pump is
powered by pressurized gas which acts directly on fluid. For each
half of the pump system, a chamber is filled from the main tank
under low pressure and at a high flow rate, then the chamber is
pressurized, and then the fluid is delivered to the engine at a
moderate flow rate under high pressure. The chamber is then vented
and cycle repeats.The system is designed so that the inlet flow
rate is higher than the outlet flow rate.This allows time for one
chamber to be vented , refilled and pressurized while the other is
being emptied.A bread board pump has been tested and it works great
.A high versionhas been designed and built and is pumping at 20 gpm
and 550psi.Nearly all of the hardware in this pump consists of
pressure vessels, so the weight is low.There are less than 10
moving parts , and no lubrication issues which might cause problems
with other pumps. The design and constr. Of this pump is st,
forward and no precision parts are required .This device has
advantage over standard turbopumps in that the wt. is about the
same, the unit,engg.and test costs are less and the chance for
catastrophic failure is less.This pump has the advantage over
pressure fed designs in that the wt. of the complete rocket is much
less, and the rocket is much safer because the tanks of rocket fuel
do not need to be at high pressure.The pump could be started after
being stored for an extended period with high reliability.It can be
used to replace turbopumps for rocket booster opn. or it can be
used to replace high pressure tanks for deep space propulsion.It
can also be used for satellite orbit changes and station
keeping.Performance Validation:A calculation of the weight of this
type of pump shows that the power to weight ratio would be
dominated by the pressure chamber and that it would be of the order
of 8-12 hp per lb., for a 5 second cycle using a composite chamber.
This performance is similar to state of the art gas-generator
turbopump technology. (The F1 turbopump on the Saturn V put out 20
hp/lb) This pump could be run until dry, so it would achieve better
residual propellant scavenging than a turbopump. This system would
require a supply of gaseous or liquid Helium which would be heated
by a heat exchanger mounted on the combustion chamber before it was
used to pressurize the fuel, as in the Ariane rocket.. The volume
of gas required would be equivalent to a standard pressure fed
design, with a small additional amount to account for ullage in the
pump chambers. The rocket engine itself could be a primarily
ablative design, as in the NASA Fastrac, scorpious rocket or in
recent rocket engine tests.
DefinitionThe operating principle of the system, applied to
intake valves, is the following: a piston, moved by a mechanical
intake camshaft, is connected to the intake valve through a
hydraulic chamber, which is controlled by a normally open on/off
solenoid valve. When the solenoid valve is closed, the oil in the
hydraulic chamber behaves like a solid body and transmits to the
intake valves the lift schedule imposed by the mechanical intake
camshaft. When the solenoid valve is open, the hydraulic chamber
and the intake valves are de-coupled; the intake valves do not
follow the intake camshaft anymore and close under the valve spring
action.The final part of the valve closing stroke is controlled by
a dedicated hydraulic brake, to ensure a soft and regular landing
phase in any engine operating conditions. Through solenoid valve
opening and closing time control, a wide range of optimum intake
valve opening schedules can be easily obtained. For maximum power,
the solenoid valve is always closed and full valve opening is
achieved following completely the mechanical camshaft, which is
specifically designed to maximise power at high engine speed (long
opening time).For low-rpm torque, the solenoid valve is opened near
the end of the camshaft profile, leading to early intake valve
closing. This eliminates unwanted backflow into the manifold and
maximises the air mass trapped in the cylinders. In engine
part-load, the solenoid valve is opened earlier, causing partial
valve openings to control the trapped air mass as a function of the
required torque. Alternatively the intake valves can be partially
opened by closing the solenoid valve once the mechanical camshaft
action has already started. In this case the air stream into the
cylinder is faster and results in higher in-cylinder turbulence.
The last two actuation modes can be combined in the same intake
stroke, generating a so-called Multilift mode that enhances
turbulence and combustion rate at very low loads.
MultiJet for multiple injections, small diesel engines, and the
recent Modular Injection technology, soon to beSimilarly, MultiAir
technology will pave the way to further technological evolutions
for petrol engines:Integration of the MultiAir Direct air mass
control with direct petrol Injection to further improve transient
response and fuel economy. Introduction of more advanced multiple
valve opening strategies to further reduce emissions. Innovative
engine-turbocharger matching to control trapped air mass through a
combination of optimum boost pressure and valve opening
strategies.While electronic petrol injection developed in the '70s
and Common Rail developed in the '90s were fuel-specific
breakthrough technologies, MultiAir Electronic Valve Control
technology can be applied to all internal combustion engines
whatever fuel they burn.MultiAir, initially developed for spark
ignition engines burning light fuel ranging from petrol to natural
gas and hydrogen, also has wide potential for diesel engine
emissions reduction
The Truth About Water-Powered Cars: Mechanic's DiaryIt's one
thing fora car to run on air, but do the latest claims of
hydrogen-turned-oxygen-turned-electricity propulsion hold wateror
feed in to the hysteria of the gas crunch? In hisbiweekly online
column, PM's senior automotive editor focuses his chemistry prowess
on the case of miracle water fuel, then builds an HHO car
himself.
From a startup snagging headlinesto DIYers posting plans,
water-powered cars have beenall over the Webrecently--not to
mention stuffing my email inbox.Yes, you can run your car on water.
All it takes is to build a "water-burning hybrid" is the
installation of a simple, often home-made electrolysis cell under
the hood of your vehicle. The key is to take electricity from the
car's electrical system to electrolyze water into a gaseous mixture
of hydrogen and oxygen, often referred to as Brown's Gas or HHO or
oxyhydrogen. Typically, the mixture is in a ratio of 2:1 hydrogen
atoms to oxygen atoms. This is then immediately piped into the
intake manifold to replace some of the expensive gasoline you've
been paying through the nose for these last couple of months. These
simple "kits" will increase your fuel economy and decrease your
bills and dependence on foreign petroleum by anywhere from 15 to
300 percent.
We RecommendTHESE BACTERIA MAKE PROPANE FROM SCRATCH
There's even a Japanese company,Genepax, showing off a prototype
that runs on nothing but water. On June 13 Reuterspublished a
reporton the prototype, complete with a nowmuch-blogged-aboutvideo
even showing an innocuous gray box in the Genepax vehicle'strunk
supplying all the power to drive the car. All you have to do is add
an occasional bottle of Evian (or tea, or whatever aqueous fluid is
handy), then drive all over without ever needing gasoline.So what
do I think about all of this? Why haven't I tested and written
about this stuff? It's certain to Change the World As We Know It
... right?Rubbish.The only real definitive claim Genepax makeson
its Web siteis that its process is going to save the world from
global warming. (A request for comment was not returned at press
time.) Their Water Energy System (WES) appears to be nothing more
than a fuel cell converting the hydrogen and oxygen back into
electricity, which is used to run to a motor that drives the
wheels. Fuel cell technology is well-understood and pretty
efficient at changing hydrogen and oxygen into electricity and
water, which is where we came in, right? Except the hydrogen came
from water in the first place--something doesn't add up here.Here's
the deal, people: There ain't no such thing as a free lunch.There
is energy in water. Chemically, it's locked up in the atomic bonds
between the hydrogen and oxygen atoms. When the hydrogen and oxygen
combine, whether it's in a fuel cell, internal combustion engine
running on hydrogen, or a jury-rigged pickup truck with an
electrolysis cell in the bed, there's energy left over in the form
of heat or electrons. That's converted to mechanical energy by the
pistons and crankshaft or electrical motors to move the
vehicle.Problem: It takes exactly the same amount of energy to pry
those hydrogen and oxygen atoms apart inside the electrolysis cell
as you get back when they recombine inside the fuel cell. The laws
of thermodynamics haven't changed, in spite of any hype you read on
some blog or news aggregator. Subtract the losses to heat in the
engine and alternator and electrolysis cell, and you're losing
energy, not gaining it--period.But enough about Genepax, which is
sort of tangential to my main thesis here, and on to a more common
topic in my mail que: HHO as a means of extending the fuel economy
of conventional IC engines.HHO enthusiasts--fromhypermilersto
Average Joes desperate to save at the pump--suggest that hydrogen
changes the way gasoline burns in the combustion chamber, making it
burn more efficiently or faster. Okay, there have been a couple of
engineering papers that suggest a trace of hydrogen can change the
combustion characteristics of ultra-lean-burning stratified-charge
engines. Properly managed H2enrichment seems to increase the burn
rate of the hydrocarbons in the cylinder, extracting more energy.
However, these studies only suggest increases in fuel economy by a
few percentage points and don't apply unless the engine is running
far too lean for decent emissions. That's a long way from the
outrageous claims of as much as 300-percent improvements in economy
that I see on the Internet and in my mailbox.There's no reason to
believe that even more modest increases claimed by some of the ads
could be achieved by a conventional, computer-controlled automobile
engine running under closed-loop driving--that is, the computer's
ability to sample the oxygen output of the engine's exhaust in real
time and slew the fuel/air ratio for big mpg and small emissions.
The combustion chamber events are far different in the type of
ultra-lean-burn engines where hydrogen enrichment has been seen to
help. Ultra-lean means there's a lot of extra oxygen around for the
hydrogen to have something to react with--far more than the very
modest amount we're sucking in from the typical homebrew hydrogen
generator made from a Mason jar. And remember, these studies deal
with hydrogen enrichment under closely-controlled lab conditions,
not spraying an uncontrolled amount of hydrogen-oxygen mixture into
your air cleaner.I'm building a water-electrolyzer car--right now.
The electrolysis cell assembly is on my workbench and ready to
install, so stay tuned for the test results soon. If it works, then
you can believe the hype.
Everyday the world becomes aware of technologies that have the
potential to halt the unnecessary damage we continue to create
using fossil fuels. Weve been talking about it for years,
transitioning our way of life to be more harmonious with the planet
and its natural systems. Im not talking about solar or wind power
(although great), Im talking about clean and green technology that
render fossil fuel burning technologies inferior and obsolete.One
of these new technologies is a water fuelled car, and it has been
unveiled on a number of occasions. Its an automobile that derives
its energy directly from water, and water alone. It is not hard to
see why its not available to the masses. An engine powered by water
would wipe out a large chunk of the fossil fuel industry and change
the way these companies do business all together. The oil and gas
corporations combine to bring in trillions of dollars every year.
Inventions like these are a direct threat to the industry.JAPANESE
COMPANY UNVEILS WATER POWERED CARA Japanese company called Genepax
unveiled their water powered car in 2008 in Osaka, Japan(1). It
doesnt matter if its tap, bottled, or lake water, any type of water
can make this car run. An energy generator splits the water
molecules to produce hydrogen and this is used to power the car.
They use a membrane electrode assembly (MEA) to split the Hydrogen
from the Oxygen through a chemical reaction. The cell needs only
water and air, eliminating the need for a hydrogen reformer and
high pressure hydrogen tank.This isnt a conspiracy! The reality of
this device has been verified by patent offices all over the world.
To search a Japanese patent, you have to go through the Industrial
Property Digital Library (IPDL). This organization makes patents
available to the intellectual property department of the Japan
Patent Office. The IDPL provides over 60 million documents and
their relevant information as published since the end of the 19th
century. The fact that these are even published for patent pending
says a lot.ClickHEREto view the water energy system patent. You can
also visit the Industrial Property Digital Library itself, do a PAJ
search. Type in the publication number **2006-244714**.Documents
are also on file with the European Patent Office, you can view
themHERE. Reuters also did a brief report on the vehicle as you can
see in the video below.
So what happened to Genepax? Approximately a year after
revealing their device, the company shut down. They stopped
displaying their device as well as promoting it. The only
explanation given was a lack of monetary funds.STANLEY MEYERS WATER
FUEL CELLGenepax isnt the only group to have come forward
demonstrating that we can turn water into hydrogen fuel and use it
to power cars. Stanely Allen Meyer is another one who invented a
water powered car and it received very little attention when it
came to making the news available to the masses. Today, its a
fairly well known story due to the mass awareness that has been
created around the story. Stans invention was picked up very
briefly by a local news station in Ohio. You can view his
patentHERE, it also describes the whole process. You can view the
entire collective of his documentshereHere is another brief clip of
Stan as he demonstrates his technology. Water contains a lot of
hydrogen, as we know, which is a very efficient type of fuel.
Converting water into hydrogen is 100 percent clean!So what
happened to Stanley Meyer? He was sued by potential investors, it
was determined that his device was nothing revolutionary and simply
uses the process of electrolyses. His claims were determined
fraudulent, and his technology was under investigation by a number
of investors, the U.S. Department of Energy and the U.S. Department
of Defense. It was patent pending, all of a sudden Stan Meyer died
suddenly in 1998 after dining at a restaurant. Many close to him,
including his twin brother, believe Stan was intentionally
poisoned. Stan claimed,, just before he died in he restaurant
parking lot, that he was poisoned.USING WATER AS FUELWater makes
the perfect fuel source. Its comprised of two hydrogen atoms and
one atom of oxygen. When the water molecule is separated into its
two component atoms and oxidized as fuel, the result is equivalent
to an energy output that is two and one half times more powerful
than gasoline. The byproduct of the combustion is water vapour,
totally pollution free, returning water back into the
atmosphere.The process used is known as electrolysis, which is a
method of separating elements by pushing an electric current
through a compound. Various techniques for water splitting have
been issued in water splitting patents all over the world. You can
clickhereto look at a few from the United States.Not to long ago,
researchers at Virginia Tech extracted hydrogen energy from water.
They discovered that the energy stored in xylose splits water
molecules as-well, yielding high purity hydrogen. You can read more
about thathere. There are multiple examples of creating hydrogen by
splitting the water molecule (2).Another existing technology that
can replace that entire industry is theFree Energy Device.
Implementation of these two technologies alone would create one of
the biggest technological changes in human history. The same group
of people that own the big oil companies also own the mainstream
media, so its not surprising that we dont hear about these
technologies. Scientists have been murdered, labs have been burnt
down, and prototypes have been taken.Alternative technologies are
great, and obviously have tremendous implications. We must remember
that the human race cannot create from the same level of
consciousness that created this system in the first place. A change
for planet Earth coincides with the change of heart more people are
experiencing everyday. The key to move forward and enter into a new
paradigm is simple, its love. With love, wed already have these
technologies implemented Because of greed, hate, fear and ego, they
remain suppressed, but only for now.Hopefully this article inspires
more to further their research on water powered cars. There are
multiple stories with very similar endings for the parties who came
forward with this ground breaking technology. Why do we continue to
speak about change when we already have the technologies to
implement change? One reason is because a large majority of people
have yet to become aware of these alternative technologies. They
are not marketed, publicized or given much attention. It can be
hard to accept that there are people on the planet actually engaged
in the suppression of such information, but unfortunately its a
reality. We are living in the age of transparency, many of us are
waking up to thoughts and ideas we never thought we would ponder.
In some cases revealing these technologies can cost you your life,
thats how much opposition exists against it -for now. When a new
technology becomes so evidently clear, the implications are far
reaching and can threaten multiple corporate
interests.Sources(1)http://www.reuters.com/video/2008/06/13/water-fuel-car-unveiled-in-japan?videoId=84561http://worldwide.espacenet.com/publicationDetails/originalDocument?CC=JP&NR=2006244714&KC=&FT=Ehttp://www19.ipdl.inpit.go.jp/PA1/cgi-bin/PA1DETAILhttp://www.sciencedaily.com/releases/2013/04/130403104104.htm(2)http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO2&Sect2=HITOFF&u=%2Fnetahtml%2FPTO%2Fsearch-adv.htm&r=0&p=1&f=S&l=50&Query=ttl%2F%22water+splitting%22%0D%0A&d=PTXThttp://www.waterfuelcell.orgAbstract:Water
is not nothing - WATER IS A VERY POWERFUL FUEL.Do you know the fact
that each gallon of water can be expanded into 1833 gallons of
combustible gas!! In olden days we saw the cars running with coal
as fuel which emits lot of gases that are harmful to the
environment. Then the advancements in the automobile sector led to
the discovery of car running with petroleum as fuel. Here the
problem of environmental pollution was reduced to some extent but
not up to the satisfaction. The rising costs of petrol or diesel
became a major threat to the users in this present generation.
These fuels may also flush in a few decades. To meet these
requirements a car that runs with gasoline as fuel was invented
which has minimum emission, but it has certain limitations, in this
paper we will introduce you two new technologies which can replace
and create a new trend of automobiles which will overcome all the
limitations and problems related to the resources. They are(1)
Boosting up the efficiency by using waterand(2) Car with WATER as
FUEL.
Introduction:
Water acts as supplemental to gasoline. Water can be converted
into the energy by using Water-to-Energy converters. By using a
simple technology which is in practice calledwe were able to run
the car effectively by using water as fuel. The equipment mainly
consists of water Water-to-Energy converter where energy is
extracted and is used as a fuel or supplemental to the gasoline
used in the cars.Here we use a device that uses a little energy out
of cars battery to separate water into a gas called HHO (2Hydrogen
+ 1Oxygen). HHO also called as Browns gas or Hydroxy, burns
beautifully and produces enormous amount of energy while the end
product is just only water. At present the HHO gas produced is
utilized for increasing the efficiency of the car and it can be
used as a fuel in the coming generations.
Conversion of water into HHO gas:
Water can be converted into HHO gas by using a very simple
technique called water4gas. This technique utilizes small amount of
cars battery to convert water into the gas. To convert the water
into HHO gas we just require a quart-size container (950 cc) filled
with a WATER and BAKING SODA. The bottle is equipped with a
stainless steel plates to which the electric supply is given from
the battery. The device uses just 12 volts of energy from the
battery for its operation and production. The equipment mainly
requires catalyst (i.e., pure baking soda), electrolyzer for
producing the gas, tubing for water charging, fuse for controlling
of the electricity, and other connecting devices. The advanced
boosting systems are using electrolyzer along with the PCV enhancer
to get the better results.
Water to HHO converter:HHO ConverterFor better output of the HHO
gas it is better to use steel spirals instead of steel plates.Setup
of HHO converter:Schematic Diagram of HHO Converter unitThe above
diagram shows the schematic layout of the setup required for the
production of HHO gas.How Does It Work?It's very simple. It is not
required to change your engine. A quart-size (95O cc) container is
placed somewhere under the hood. You fill it with WATER and a
little bit of BAKING SODA. The device gets vacuum and electricity
(12 Volts) from the engine, and produces HHO gas (Hydrogen+Oxygen).
The HHO gas is supplied to the engine's intake manifold or
carburetoras below.Our design is simple, effective and safe.It
takes a couple of minutes to connect:The electrical connection is
very simple - we have eliminated the need to use relays or any
other complications. The device connects to the 12 Volts of your
battery via the ignition switch, to prevent hydrogen production
when the engine is off. The device is fuse protected and draws very
little current, only 1-3 Amps! This takes10 minutes or less
connect
Induction of HHOIn regular automobiles the fuel used is not
burnt completely due to the problems raised during combustion. Due
to the incomplete combustion the efficiency of the engine is
reduced to a large extent. This will result in many disadvantages
such as fuel wastage, pollution of environment due to the
emissions, reduction of efficiency of the automobile.Browns gas is
three times more potent than gasoline. The HHO gas along with the
atmospheric air enters into the carburetor mixes with the fuel and
forms a blended air-fuel mixture and then it will enter into the
combustion chamber. It will boost up the combustion process and
ensures the complete burning of fuel which will increase the
efficiency of the engine.
Car with Water as fuel:The HHO gas can also be used in the cars
as fuel. Here is the layout of the process
Assembly of HHO production unitsFor this number of HHO cells are
assembled as one unit to produce the HHO gas in large amount. The
setup is as shown above in the figure. By using this setup the mass
output of the HHO gas can be produced and it can be fed to the
engine as a fuel. The engine that uses this type of gas does not
require many changes considered with the conventional
automobiles.This type of system is very easy to install by making
small changes to the conventional automobiles, which uses gasoline
as fuel .In this system we will send HHO gas instead of
conventional fuels. As one gallon of water can produce 1833 gallons
of HHO gas this system is very economical to use in cars. The way
we release the energy from the water is very safe and does not
cause any explosion as only the strong spark produced by the
sparkplug can ignite the HHO gas.
Schematic layout of HHO gas setup in cars
This setup contains HHO production unit, PCV enhancer and hoses
to connect them, As bulk amount of gas is produced in this bundled
HHO cells it can provide sufficient motive work to run the car.The
HHO gas is under goes combustion in the combustion chamber and
releases large amount of energy and creates high pressure in side
the combustion chamber, the remaining process is similar to the
conventional engines.Advantages
HHO provides the atomic power of hydrogen, while maintaining the
chemical stability of water. HHO gas is three times more potent
than GASOLINE! Urinary hydrogen cars are now using in many
countries but it is hazardios to use that cars because they runs
with pressured hydrogen which is an explosive. This is a
Do-It-Yourself, affordable and SIMPLE technology. Water is
supplemental to gasoline It can have doubled fuel economy. SIMPLE
to install/remove. Boost performance while preventing smog. HHO
based automobiles produce very low noise when compared to the other
automobiles. We release the energy in the water is very safe and
also reduce the danger of storing the energy in the highly
pressurized tanks and cylinders.
Limitations:
One of the main limitations of the HHO based automobile it takes
about 10 minutes for the production of HHO gas. Another limitation
of this type of production of gas is the water used in this type of
production should be very pure with out any contaminants.
Conclusion:Petroleum products constitutes of about 70% of our
imports and about 90% of conventional Diesel being utilized in
India is imported from foreign countries. By using HHO gas we can
greatly reduce the imports costumes.
HHO gas can be used separately or it can be blended with
conventional fuels as it is eco-friendly. In boosting up process
HHO can increase the efficiency of the engine to almost double to
the conventional engines. The HHO boosting up system is already
tested and proved as an efficient system to increase efficiency and
protect environment.
Half a century after independence, we Indians stand at the
threshold of an unprecedented opportunity to evolve into one of the
top three nations of the world in the next half-century. The world
recognizes this potential. We must build on this opportunity, and
we must do it the first time right, because there may not be a
second chance, ever. Careful planning and management of water
resources to produce HHO gas will certainly lead to sustainable
development and mitigate the global warming effect caused by
greenhouse gas emissions. This will help in overcoming foreseen
energy, reduce the dependency on other countries and environmental
crisis that otherwise will hit India very hard.