Definition

Plastic 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 Welding
It 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 Welding

In 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 welding
In 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

Abstract
In developed and developing countries considerable emphasis is being laid
on the minimization of pollutants from internal combustion engines. A twostroke 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 Study
To 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.

Conclusion
The 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
1.

are

three

types

of

production of
Mechanical

four-wheel

steering

systems:
4WS

2.
3. Electro/hydraulic 4WS

Hydraulic

4WS

The 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 oppositephase and it produces a sharper, tighter turn
Why 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 4WS
In 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 4WS
The 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.
Reference
http:\\www.howstuffworks.com
http:\\www.howhurricaneworks.com
http:\\www.thecarconnection.com
http:\\www.theautochannel.com
http:\\www.delphiauto.com

Hybrid solar Desiccant Cooling System

Using 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 ozonedepleting 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 Technologies
Recent 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 regeneration
Advantages
(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)
(5)

Hybrid
It

system

can

decreases

provide
the

year

round

electrical

comfort.
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.
Reference

1) 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 Brakes
A 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 underor 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 electrohydraulic 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 8valve, 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.
Reference
1). David F. Reuter, Delphi Corporation ,Dayton Technical Center, M/C C86
2). Joseph A. Elliott, Delphi Corporation, Brighton Technical Center, M/C
483-3DB-210
3). 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 Engine
Six-stroke engine is mainly due to the radical hybridization of two- and fourstroke 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

Definition
Nanomaterial 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.
Construction
Nanomaterial 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 Laboratory
The 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.
Mission
AFRLs 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 Resources
The 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.

Organization
AFRL 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.

Definition
The 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 90degree 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 Engine
Main 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.

Definition
Rocket 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 version has 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.

Definition
The 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 be
Similarly, 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 Diary

It's one thing for a car to run on air, but do the latest claims of hydrogenturned-oxygen-turned-electricity propulsion hold wateror feed in to the
hysteria of the gas crunch? In his biweekly 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 headlines to DIYers posting plans, water-powered cars

have been all over the Web recently--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 Recommend
THESE 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 Reuters published a report on the prototype, complete
with a now much-blogged-about video 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 makes on its Web site is 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 wellunderstood 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--from hypermilers to 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
H2 enrichment 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

CAR
A 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.
Click HERE to 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 **2006244714**. Documents are also on file with the European Patent Office, you can view
them HERE. 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 CELL

Genepax 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 patent HERE, it also describes the whole process. You can view the entire collective
of his documents here
Here 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 FUEL

Water 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 click here to
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 that here. There are multiple examples of creating hydrogen
by splitting the water molecule (2).
Another existing technology that can replace that entire industry is the Free 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=84561
http://worldwide.espacenet.com/publicationDetails/originalDocument?
CC=JP&NR=2006244714&KC=&FT=E
http://www19.ipdl.inpit.go.jp/PA1/cgi-bin/PA1DETAIL

http://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=PTXT
http://www.waterfuelcell.org

Abstract:
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 water and (2) Car with WATER as FUEL.

Introduction:

Water acts as supplemental to gasoline. Water can be converted into the energy by using Water-toEnergy converters. By using a simple technology which is in practice called we 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 Converter
For 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 unit

The 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 carburetor as 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
takes 10 minutes or less connect

Induction of HHO
In 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 units

For 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 ecofriendly. 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.