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Science of H/O Accelerant Gas Systems

By Andrew Evans

Although Hydrogen/Oxygen (H2,O2) injection systems were invented decades ago, it is only recently that serious scientific examination of the technology has taken place. I would like to present some of the test methodologies and results that have arisen from these studies.
To start, a brief description of how H2,O2 accelerant gas systems work: We all know how every truck or car battery generates and vents a small amount of hydrogen gas. An H2,O2 accelerant gas system uses similar electrolysis principles to run high current through a mild distilled water and KOH electrolyte solution inside a series of conducting plates. The electrical current splits about 1 litre of distilled water into H2 and O2 gas molecules for every 1,000 kilometers driven. A very small amount (only 200 parts per million) of these gas molecules flow through the air intake of the diesel engine into the cylinders. Diesel only burns at a rate of 30 centimeters per second, which means that fuel around the cylinder walls is not burned and simply exhausts as unburned hydrocarbons (HC) or diesel particulates. On the other hand, Hydrogen burns ten times faster, at a rate of 300 cm/s. Thus by sprinkling a small amount of H2 into the cylinder, the flame front expands exponentially and all of the diesel fuel is burned giving greater power with reduced fuel consumption and reduced emissions. Along with the H2,O2 gases, a small amount of moisture (less than driving on a foggy day) also flows through the air intake. This acts as a heat sink to reduce NOx emissions.
The seminal study on this technology was undertaken by three professors at the AISSMS College of Engineering in India. “Effect of Hydroxy Gas Addition on Performance and Emissions of Diesel Engine” as published in the International Research Journal of Engineering & Technology, January 2016. I am paraphrasing from their report below:
Under laboratory conditions, they injected H2,O2 accelerant gas into a small, 4-stroke diesel engine. The results are as follows:
Specific fuel consumption: Specific fuel consumption is reduced by 15% at full load conditions due to uniform mixing of accelerant gas with air and the high diffusivity of hydrogen. Accelerant gas has a high flame speed and wide flammability. The addition of accelerant gas helps the fuel to be burned faster and more completely at constant speed conditions.
Brake thermal efficiency: Thermal efficiency increased by 9.25% over baseline due to the increase in calorific value of the overall mixture in the combustion chamber. The high value of thermal efficiency can be attributed to better mixing of accelerant gas with air which results in better combustion.
Hydrocarbon Emissions: HC emissions are reduced by an average of 33% due to better combustion at a higher compression ratio with the addition of accelerant gas.
Carbon Monoxide: There is an average 23% reduction in CO under full load conditions due to the absence of carbon in the H2 structure.
Smoke: Smoke is emitted from an engine due to the incomplete combustion of the fuel-air mixture. With the addition of H2,O2 accelerant gas, the diesel hydrocarbon molecular structure is fractured into lighter and smaller molecules in less time and smoke opacity is reduced by 20% compared to baseline.
NOx: Another study, specifically concerning the reduction of Nitric Oxide (NOx), was completed by the Korea Gas Corporation and Chonbuk National University, Korea. They found, “The formation of NOx was significantly suppressed by decreasing the peak gas temperature during the initial combustion process because water played a role as a heat sink during evaporation in the combustion chamber. A simultaneous reduction in smoke and NOx emissions was obtained when water was injected into the combustion chamber by retarding 2°CA of the fuel injection timing.”
I would be pleased to provide the referenced technical papers on request.
More information on these systems can be seen at www.EmpireHydrogen.com or email Andrew@EmpireHydrogen.com.

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