water our future fuel

8/4/2019 Water Our Future Fuel

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ME0103

Water --- Our Future Fuel___________________________________________________________________

1.Mr.M.SRIRAM________________________________________________________________________

Abstract

Water is the most abundant resource found on the earth, as it occupies more than 67% ofearth. It has served our need in many ways like, it quenches our thirst, cleans some of our dailyaccessories (clothes, utensils etc.), it is used to produce hydro-electric power, also used toproduce steam to run turbines, can be used as a coolant and not to discuss there are many moreuses. It is difficult to imagine life without water. It is now here to serve the most important need.WATER AS A VEHICULAR FUEL. Is this really all about steam engine? No; exceedingly hi temp

& pressure are not used. This is strictly an internal combustion engine with residual steam in theexhaust as a by-product.The present work is an approach to the constructional details andworking principle of water as fuel based vehicles and I.C Engine mechanism. Water is notactually the fuel. Hydrogen is the ultimate green fuel. Electrolysis is simple and efficient way toconvert ordinary tap water into gaseous hydrogen and oxygen, and then burn these vapors in theengine, instead of smelly, stinky, expensive petroleum. This 'mini-system' can run easily from theexisting battery and electrical system, and it can be plugged into the carburetor with simpleconversion fittings.

Keywords

Hydrogen, Electrolysis, Expensive petroleum, Green fuel, internal combustion Engine,Control system etc

Conclusion

With many advantages as seen, water is a potentially viable alternative to replace fuelslike LPG, CNG, and Petrol/Diesel etc.The conversion kit is user friendly and can be repaired byan ordinary person. The only emissions of vehicles with water as a fuel are oxygen and steam.Steam can be condensed and reused, while oxygen heals our planet while saving money.

1. Mech III / IV [email protected] HITECH COLLEGE OF ENGG.
http://www.uandistar.org/http://www.uandistar.org/


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Introduction:

Water is the most abundant resource found on the earth, as it occupies more than 67% ofearths surface. It has served many of our needs & it can be used as a fuel. We have many resourceswhich serveus as fuels.But each of them has some disadvantages.

Petroleum products:

The major problem what we are facing today is air pollution. Petroleum products containhydro-carbon which, on combustion in presence of oxygen gives CO (on incomplete combustion),CO2 (on complete combustion) and some other flue gases. The content of these gases in theatmosphere is alarmingly very high. We need to reduce the percentage of these gases. The otherproblem is the decrement of the availability of fossil fuels in the earth's crust. It is obvious that thecost of petroleum products will never decrease in the future. These are the problems for us toparticular.

Electric vehicles:

Electric vehicles are an alternative to the above mentioned vehicles. These vehicles run on aDC motor powered by a battery. The battery is charged for about 2 hrs before use. The maximumload on the motor is at the most of 2 persons. If the load exceeds this limit, the motor gets damaged.During long drives, all the charge of the battery may drain out, and one should wait for hrs together torecharge the battery depending on the availability of recharging source. In case of hybrid cars, theseconsume a designate amount of gasoline, and their price tags are extremely high.Solar powered vehicles:

These vehicles use solar energy to produce power. These vehicles cannot be used duringnights or on a cloudy day. The top portion of the vehicle is to be totally black. Due to this the innersection of the vehicle could get heated up. The setup required for this is high of cost and fragile.

Water as a Fuel:

Water is not actually the fuel. Hydrogen is the ultimate green fuel. Electrolysis is simple andefficient way to convert ordinary tap water into gaseous hydrogen and oxygen, and then burn thesevapours in the engine, instead of smelly, stinky, expensive petroleum. This 'mini-system' can runeasily from the existing battery and electrical system, and it can be plugged into the carburetor withsimple conversion fittings.

ABOUT HYDROGEN:

Hydrogen is the chemical element represented by the symbol H and an atomic number of 1.

At standard temperature and pressure it is a colorless, odorless, nonmetallic, tasteless, highlyflammable diatomic gas with a molecular formula H2. With an atomic mass of 1.00794 amu, hydrogenis the lightest element.Hydrogen is the most abundant of the chemical elements, constituting roughly75% of the universe's elemental mass. Stars in the main sequence are mainly composed ofhydrogen in its plasma state. Elemental hydrogen is relatively rare on Earth, and is industriallyproduced from hydrocarbons such as methane, after which most elemental hydrogen is used"captively" (meaning locally at the production site), with the largest markets about equally dividedbetween fossil fuel upgrading (e.g., hydro cracking) and ammonia production (mostly for the fertilizer


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market). Hydrogen may be produced from water using the process of electrolysis, but this process ispresently significantly more expensive commercially than hydrogen production from natural gas.

Physical Properties:

Hydrogen is a colorless and odorless gas. Its density is 0.0899 g/l (air is 14.4 times asdense). Hydrogen boils at -252.77C. Liquid hydrogen has a density of 70.99 g/l. With theseproperties, hydrogen has the highest energy to weight ratio of all fuels. 1 kg of hydrogen contains thesame amount of energy as 2.1 kg of natural gas or 2.8 kg of gasoline. The energy to volume ratioamounts to about 1/4 of that for petroleum and 1/3 of that for natural gas. Water consists of 11.2%hydrogen by weight. Hydrogen burns in air at concentrations in the range of 4 - 75% by volume(methane burns at 5.3 - 15% and propane at 2.1 - 9.5% concentrations by volume). The highestburning temperature of hydrogen of 2318 C is reached at 29% concentration by volume, whereashydrogen in an oxygen atmosphere can reach burning temperatures up to 3000C (the highestreached burning temperature in air for methane is 2148C and for propane 2385C). The minimumrequired ignition energy required for a stoichiometric fuel/oxygen mixture is for hydrogen 0.02 mJ, for

methane 0.29 mJ and for propane 0.26 mJ. Even the energy of a static electric discharge from thearcing of a spark is sufficient to ignite natural gas so it is largely irrelevant that hydrogen requires onlya tenth of this energy for ignition. The temperatures for spontaneous combustion of hydrogen,methane and propane are 585C, 540C and 487C respectively.

Production of Hydrogen:

Primary and secondary energy sources for hydrogen production

As hydrogen is only found in nature in compound form, it must first be produced through theuse of energy, before hydrogen itself becomes available for energetic purposes. In this case, one can

distinguish between production using a primary energy carrier and production using a secondaryenergy carrier.Primary energy production presently means hydrogen production from fossil fuels vianatural gas reforming as well as the partial oxidation of heavy fuel oil (or Diesel) and coal. Along withthese further processes are in the research and development phases. The leader among these is thegasification of biomass, but also worth mentioning is the direct production of hydrogen from algaesubjected to solar radiation. It is however only the biomass gasification process whose developmentphase is so developed, such that a transformation into a market competitive product within the nextfew years can be expected.The idea and principle of the gasification process or related principles canbe applied to the disposal/recycling of organic waste and to some extent to all carbon containingwaste matter. Therefore it can be expected that processes for the production of hydrogen from wastematter will be developed in the medium term. Commercialization thereof however, will probably not

occur until several years after the introduction of biomass produced hydrogen. Electricity is presentlythe only secondary energy carrier used to produce hydrogen, either by the electrolysis of water or asa by-product resulting from the chlorine-alkaline electrolysis. Water electrolysis is independent ofprimary energy use and as such is seen as the essential element of a hydrogen based energy sector.As another secondary energy based production method, the reforming of methanol in mobileapplications could play a role in the near future.


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Production from fossil fuels:

Of the approximately 500 Bil. Nm3 of hydrogen [4] traded worldwide, the vast majorityoriginates from fossil fuel sources (natural gas, oil) as a by-product in the chemical industry (e.g. Hulschemical works in Marl, Dow Chemical in Stade) during the manufacture of PVC (e.g. chlorine-

alkaline electrolysis) or from crude oil refining processes. All in all, the production of hydrogen as by-product accounts for 190 Bil. Nm3 worldwide (38%), of which about 2% or 10 Bil. Nm3 stems fromchlorine-alkaline electrolysis (or in Germany, 4.5% of the total 19 Bil. Nm3 of hydrogen producedthere). Should in the medium to long term hydrogen achieve a significant share of the energy market,then considering present environmental goals (fewer emissions, CO2-reduction), it will not bepossible to produce hydrogen on a large scale using traditional steam reforming of natural gas.Modern processes (Plasma arc process of Kvrner Engineering) do however offer the potential,through the use of electricity, of C02 free hydrogen production.

Production from Conventional Water Electrolysis:

Conventional alkaline electrolysis works with an aqueous alkaline electrolyte. The cathodeand anode areas are separated by a micro-porous diaphragm to prevent mixing of the productgasses. Presently in Germany, conventional unpressurised electrolysis utilizes new materials thatreplace the previously used asbestos diaphragm. With output pressures of 0.2 - 0.5 MPa theseprocesses can reach efficiencies, related to the lower heating value of hydrogen, of around 65%.Newly developed diaphragms and membranes from other materials demonstrate, through their goodturn off characteristics, relatively good reliability when subject to fluctuating operating conditions.They are therefore applicable in conjunction with renewable energy technologies.

StorageofHydrogen:Several hydrogen storage technologies are available, including high- pressure gaseous

storage, cryogenics storage of liquid hydrogen, and storage as a solid in metal hydrides. Each hasadvantages and disadvantages, depending on the application. For consumer application proposedhere, namely small vehicles, safety being a top-most priority makes metal hydride storage a clearwinner for on-board storage.Metal hydrides that reversibly store hydrogen at ambient temperatureoffer a compact and safe means to store hydrogen on-board at low pressure. Enough hydrogen canbe stored on board in metal hydrides to have acceptable driving range between refueling. ECD is aleader in metal hydride technology and has developed a strong patent portfolio for variousapplications. Alloys have been developed where the kinetic and thermodynamic characteristics canbe varied to suit different engineering applications. For the hydrogen ICE application, an alloy wasdeveloped that has the following characteristics: Fast hydrogen desorption kinetics- facilitates quick hydrogen release to meet the transient driving

requirement Low enthalpy of desorption Can release hydrogen at ambient temperature and at pressuressuitable for hydrogen injection at low pressures. It also facilitates direct hydrogen absorption fromcommercially available medium pressure (150-300 psig) electrolyzer, without any furthercompression Long cycle life- over 1000 charge-discharge cycles with ultrahigh purity hydrogen High-density alloys- compact storage systems, high volumetric storage density of hydrogen


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MobileStorage :

In the last few years, the introduction of natural gas driven automobiles has seen thedevelopment of compact mobile pressurized gas tanks. These tanks are generally rated for fillingpressures of 20 MPa. As a result of the American practice of increasing storage pressure and hence

storage density, there are now some tanks available with rated filling pressures of 24.8 MPa or even30 MPa suitable for hydrogen as well as natural gas. Because of the weight advantage, the last fewyears has seen the replacement of steel tanks with composite tanks (full-composite, alu-composite)in the mobile area. These tanks have sizes ranging from 50 l (Length: 953 mm, Diameter: 310 mm) to392 l (Length: 6000 mm, Diameter: 335 mm).An overview of presently available mobile hydrogentanks is given in the figure below. The lowest storage density, at 0.5 kWh/kg, is achieved with steeltanks and 20 MPa pressure. The highest storage density is that obtained with lightweight full-composite bottles which have rated operating pressures in Germany of 24.8 MPa.

Requirements: Plastic water tank with pump and level sensor. Control circuit, wiring, connectors, and epoxy. Reaction chamber with electrodes and fittings. 3/8" stainless steel flex-tubing, fittings and clamps -carb/FI vapour-pressure fitting kit. -pressure,CHT (cylinder head temp) & level gauges. Stainless steel valves. Ceramic surface treatment for cylinders & pistons. Stainless steel or ceramic treated exhaust assembly.Reaction Chamber:

Construct as shown in Figure 2. Use a section of 4" PVC waste pipe with a threaded screw-cap fitting on one end and a standard end-cap at the other.Make sure to drill-and-epoxy or tap threads through the PVC components for all fittings. Set andcontrol the water level in the chamber so that it well submerses the pipe electrodes; yet leave someheadroom to build up the hydrogen/oxygen vapour pressure.Use stainless steel wires inside thechamber or otherwise use a protective coating; use insulated wires outside. Ensure that the epoxyperfects the seal, or otherwise lay down a bead of water-proof silicone that can hold pressure.Thescrew fitting may require soft silicone sealant, or a gasket; its purpose is to hold pressure and allowperiodic inspection of the electrodes. No leaks, no problems. Make sure you get a symmetric 1-5mm


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gap between the 2 stainless steel pipes. The referenced literature suggests that the closer to 1mmyou get, the better. You WILL want to get your chamber level sensor verified BEFORE you epoxy thecap on.Make your solder connections at the wire/electrode junctions nice, smooth, and solid; thenapply a water-proof coating, e.g. the epoxy you use for joining the pipes to the screw cap.This epoxymust be water-proof and be capable of holding metal to plastic under pressure.You WILL want to get

your chamber level sensor verified BEFORE you epoxy the cap on.Control Circuit:NE 555 is a timer. It will generate pulses. It alts as a monostable multivibrator. At pin2,

trigger signal is applied.At pin5, control voltage is applied.LM 741 with pin2&3 consisting of 1Kresistors is the non-inverting amplifier. It gives the control voltage.The resistor and capacitor atpin7&6 of the I/P of NE 555 gives the width of the pulse at the O/P of pin3.By changing the values ofthese resistor and capacitors, the width of the pulse is modified.The speed of the vehicle increaseswith the increase in the pulses going into the reaction chamber. Duty cycle will vary with the throttle inthe vicinity of 90%Mark 10%Space (Off/On).Throttle Control:

If there is a throttle position sensor, access the signal from the sensor itself or from the

computer connector. This signal is input to the circuit as the primary control (i.e. throttle level pulsewidth = vapor ate).If no such signal is available, rig a rotary pot (variable resistor) to the gas linkage(i.e. coupled to something at the gas pedal or throttle cable running to the carbonised or Fl. If theattachment is at the cart/Fl, use a pot that can handle the engine temp cycles. Mount it securely tosomething study and stationary that will not fall apart to step on the gas.Control Range:

The full throttle RANGE (idle-max) MUST control the vapour rate, i.e. pulse-width (duty). Theresistor values at the throttle signal must allow the throttle signal voltage, say 1-4 Volt swing, to drivethe VAPOR RATE. You will be using this voltage swing to generate a 10% ON 'square' pulse. Usinga 'resonant' pulse in the 10-250 KHz frequency range. In this circuit, you will simply tune to whateverfrequency makes the most efficient vapour conversion. You will have to get into the specs for each ICyou use, to insure you connect the right pins to the right wires, to control the frequency and pulsewidth.You can use spare sockets to try out different discrete component values. Just keep the onesthat are spec-compatible in the circuit, and get the job done.You crank up the throttle signal and putmore electrical energy (fatter pulses) into the electrodes; verify you can get 10% duty on the scope (2- 100 usec on the horizontal time-base). Your averaging DVM will display the 90%-I 0% DC voltageacross the output transistor (Vce or Vds or Output to Ground). Set and connect DVM in the supplycurrent and measure .5 - 5 amps, without blowing the DVM fuse. Now verify that you got everythingyou wanted.Verify your wiring connections using your DVM as a continuity detector. Check yourwiring 1 at a time and yellow line your final schematic as you go. You can best use board-mountminiature POTs for anything you want to set-and-forget. The LEDs are there to give you a quickvisual check of normal vs abnormal operation of your new creation. You WILL want to get yourchamber level sensor verified BEFORE you epoxy the cap Figure. Fittings are required to the carb/FII. There are ready-made kits (such as by Impco) available for making your pressure fittings to thecarburetor or fuel-injector as the case may be. You will necessarily be sealing the built in vents andmaking a 1-way air-intake.The copper mesh comprises the inadvertent backfire' protection for thereaction chamber. Make sure that all vapor/duct junctions are air-tight and holding full pressurewithout leakage. Your new 'system' is considered successful and properly adjusted when you get thefull power range at lower temp and minimum vapor flow without blowing the pressure safety valve.


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CHT (or EGT):Monitor your engine temp with the CHT (cylinder head temp) or EGT (exhaust gas temp)

instead of your original engine temp indicator (if any). Your existing gauge is TOO SLOW for thisapplication and will not warn you against overheating until after you have burnt something. Make surethat your engine RUNS NO HOTTER than in the gasoline arrangement. VDO makes a CHT gauge

with a platinum sensor that fits under your spark plug against the cylinder head (make sure it is REALCLEAN before you reinstall your spark plug (as this is also an electrical ground).

Engine Exhaust Treatment:Get the valves replaced with stainless steel ones AND get the pistons/cylinders ceramic-treatedASAP when you have successfully converted and run your new creation. Do not delay as these itemsWILL RUST, either by sheer use or by neglect (i.e. letting it sit). You could make max use of yourcurrent exhaust system by using it with your new deal until it rusts through, then have your mechanicor welder friend to fit a stainless steel exhaust pipe (no catalytic converter is required). But it could beea$ier to send your existing exhaust system out for the ceramic treatment, and then simply re-attachit to the exhaust ports.

GENERAL:1. Do not discard or remove any of the old gasoline set up components, e.g. tank, carb/FI, catalyticconverter, unless necessary. Better to always leave an easy way to revert back to something that atleast runs, just in case. Some people are leaving their gasoline set up completely intact, andswitching back and forth at will, just to have a backup plan.2. Set your throttle circuit so that you get minimum vapour flow at IDLE, and maximum vapour flow atFULL POWER without blowing the pressure relief valve. In this way, you control how 'lean' yourmixture is by the strength of the pulse (i.e. 'fatness' at the optimum pulse frequency).If you just don't get enough power (at any throttle setting), it means that you need to

(1) change the pulse frequency, (2) change the gap between the electrodes, (3) change the size (bigger) electrodes, OR (4) make a higher output pulse voltage (last resort).

Always use an output transistor, such as a MOSFET, that is rated for the voltage and current youneed to get the job done. OK so you might have to play around with it some. Isn't that where all theFun is anyhow?If you get ANY engine knock our loud combustions (not compensated by adjusting the timing), itmeans that you need to install an additional coil in the chamber, and drive the coil with an additionalpulse signal (about 19 Hz on the .lsec time base) (see Figure 5).Here,you will be slowing down the burn rate just enough so that the vapours burn throughout thepower stroke of the piston. Be sure to include a board-mount POT to set the correct strength of this2nd pulse signal into the coil. This is a stainless steel coil of about 1500 turns (thin wire) that you canarrange like a donut around the center pipe (but NOT touching either electrode), directly over thecircular 1-5mm gap. You want NO KNOCKING at any power/throttle setting; smooth power only, butalso no excess hydrogen leftover from the combustion.5. Build the canister(s) as tall as you can without compromising your ability to mount themconveniently near the dash panel, or in the engine compartment, as the case may be. This way, youcan always make the electrodes bigger, if necessary without undue hardship. Remember that


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anything in the engine compartment should be mounted in a bullet-proof, vibration and temperaturetolerant fashion.6. If you have to drill a through-hole for wiring or plumbing through metal, make sure to also install agrommet for protection against chafing. Always watch your chamber pressure range fromIDLE (15-25 psi) - FULL POWER (30-60 psi) - Set your safety-pressure relief-valve to 75 psi and

make sure it's rated for much higher.7. Shut OFF the power switch and pull over if there is any MALFUNCTION of the system. Yourengine will last longest when it still develops FULL POWER+ at some minimum temperature that weare sure you can find, by leaning back the Royal Vapour Flow and/or by making use of the water-vapour cooling technique (see Figure 7). Keep good mpg performance records, and periodicmaintenance/inspection. Keep it clean; save some money; clean the air; heal the planet; happymotoring; tell a friend; enjoy your freedom and self-empowerment; haul ass.8. There lacks documented material for perfecting this vapour system through a fuel injector; theremay be some details you will discover on your own as working prototypes progress. For example,you may be restricted to inject the hydrogen/oxygen vapour WITHOUT ANY water vapour, as it mayrust the injectors. If engine temp and CHT is a problem, then you will want to re-think your plan, e.g.

ceramic-coating the injectors. There is always 'replacing the Fl system with a Carb'.9. If you install the water-vapour system (for lower operating temp/stress), you will want to lean themixture (vapour/air) for minimum vapour flow rate to achieve any given throttle position (idle - max).Make sure that you get a minimum flow for IDLE an a modestly sufficient flow for MAX, that does thecooling job without killing the combustion.10. If you cannot find stainless steel pipe combinations that yield the 1-5mm gap, you can alwaysregress back to alternating plates of +/- electrodes.11. If you are concerned about the water freezing in your system, you can (a) add some 98%isopropyl alcohol and re-adjust the pulse frequency accordingly; or (b) install some electric heatingcoils.

Working:Here we have the setup showing how it works.Water is pumped as needed to replenish and

maintain the liquid level in the chamber. The electrodes are vibrated with a 0.5-SA electrical pulsewhich breaks[2H20--->2H2+02]. When the pressure reaches say 2-4 atms, turn the key and go.Step on the pedal which send more energy to the electrodes, and thus more vapour to the cylinders;i.e. fuel vapour on demand. Set the idle max flow rate to get the most efficient use of power.A Free Energy is coming from the tap water, in an open system, as the latent energy in the water isenough to drive the alternator and whatever belt-driven accessories; and the alternator is efficientenough to run the various electrical loads (10-20 amps), including the additional low current to runthis vapour reaction. No extra batteries are required.

Internal Combustion Engine:

The potato cannon uses the basic principle behind any reciprocating internal combustionengine: If you put a tiny amount of high-energy fuel (like gasoline) ina small, enclosed space andignite it, an incredible amount of energyis released in the form of expanding gas. You can use thatenergy topropel a potato 500 feet. In this case, the energy is translated into potato motion. You canalso use it for more interesting purposes. Forexample, if you can create a cycle that allows you to setoffexplosions like this hundreds of times per minute, and if you canharness that energy in a usefulway, what you have is the core of a car engine! Almost all cars currently use what is called a four-stroke combustion cycle to convert gasoline into motion. The four-stroke approach is also known as


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the Otto cycle, in honor of Nikolaus Otto, who invented it in 1867. The four strokes are illustrated infigure. They are:

Intake stroke Compression stroke Combustion stroke

Exhaust strokeYou can see in the figure that a device called a piston replaces the potato in the potato cannon. Thepiston is connected to crankshaft by a connecting rod.As the crankshaft revolves, it has the effect of "resetting thecannon." Here's what happens as the engine goes through its cycle:

1. The piston starts at the top, the intake valve opens, and the piston moves down to let theengine take in a cylinder-full of air and gasoline. This is the intake stroke. Only the tiniestdrop of gasoline needs to be mixed into the air for this to work.

2. Then the piston moves back up to compress this fuel/air mixture. Compression makes theexplosion more powerful.

3. When the piston reaches the top of its stroke, the spark plug emits a spark to ignite thegasoline. The gasoline charge in the cylinder explodes, driving the piston down. of the4. Once the piston hits the bottom of its stroke, the exhaust valve opens and the exhaust leaves

the cylinder to go out the tailpipe.

Now the engine is ready for the next cycle, so it intakes another charge of air and gas.Notice that the motion that comes out of an internal combustion engine is rotational, while the motionproduced by a potato cannon is linear (straight line). In an engine the linear motion of the pistons isconverted into rotational motion by the crankshaft.The rotational motion is nice because we plan to turn (rotate) the car's wheels with it anyway.

Advantages:Transportation vehicles especially the 2 and 3 wheelers are primarily responsible forextremely poor air quality in Indias major cities. Conversion of these 2/3-wheelers to run onhydrogen would result in dramatic improvement in air quality, in addition to economic benefits for thenation.While the industrialized world has begun to make the move towards a hydrogen economy thatis free from fossil fuels the rate at which this will happen, and the pathways towards this goal must bedifferent for different nations. The major automotive companies in the world are aiming towardshydrogen/fuel cell based light and heavy- duty vehicles, and the transition is expected to beginoccurring sometime after 2012. This is expected to allow the technology developers sufficient timefor fuel cell costs to become affordable and also gives future energy companies time to develop ahydrogen infrastructure.The fact that the daily needs of the average consumer in India and other

developing nations are very modest as compared with the needs of the consumers in the highlyindustrialized countries can be put to advantage.

Drawbacks:

Pre-Ignition Problems:The primary problem that has been encountered in the de-velopment of operational

hydrogen engines is premature ig-nition. Premature ignition is a much greater problem in hydrogenfueled engines than in other IC engines, because of hydrogens lower ignition energy, wider


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flammability range and shorter quenching distance.Premature ignition occurs when the fuel mixture inthe com-bustion chamber becomes ignited before ignition by the spark plug, and results in aninefficient, rough running en-gine. Backfire conditions can also develop if the premature ignitionoccurs near the fuel intake valve and the resultant flame travels back into the induction system.A number of studies have been aimed at determining the cause of pre-ignition in hydrogen engines.

Some of the re-sults suggest that pre-ignition are caused by hot spots in the combustion chamber,such as on a spark plug or exhaust valve, or on carbon deposits. Other research has shown thatbackfire can occur when there is overlap between the open-ing of the intake and exhaust valves.It is also believed that the pyrolysis (chemical decomposition brought about by heat) of oil suspendedin the combustion chamber or in the crevices just above the top piston ring can contribute to pre-ignition. This pyrolysed oil can enter the combustion chamber through blow-by from the crankcase(i.e. past the piston rings), through seepage past the valve guide seals and/or from the positivecrankcase ventilation system (i.e. through the intake manifold).

Conclusion:With many advantages as seen, water is a potentially viable alternative to replace fuels like

LPG, CNG, and Petrol/Diesel etc.The conversion kit is user friendly and can be repaired by anordinary person. The only emissions of vehicles with water as a fuel are oxygen and steam. Steamcan be condensed and reused, while oxygen heals our planet while saving money.


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FIGURE OF AN INTERNAL COMBUSTION ENGINE

water our future fuel

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