How Much Gas Do I need to Make? | ssupplies-norwegian

How Much Gas do I Need ?

How Much H2 Or HH+ O for a Hybrid Sumplementation install ?

How Much if Fueling 100% on H2?

This Page is Under Construction August 2015

btu , oxygen factors being worked on

Questions

So What size in Litres is your engine?
What Fuel Type it is ? Petrol /Diesel or LPG ?
It is 12 Volt or 24 Volt System ?
What Size is the Alternator in amps ?

It will either be in Liters (L) or Cubic Centimeters (cc).

Here is how you can find the answer.

In a car or truck look under your hood check for a sticker (usually above the fan)
On the Drivers door look for it on a label.
On a Diesel Engine it is usually stamped on the engine or on the intake manifold.
Look in your owner's manual.
Call your dealer.
If it is not a stock motor, get the serial number and try Google-ing it.

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Hydrogen Hybrids-

Mixed Fuel Amounts and Measures

Making a Hybrid install to

supplement some of your fuel and Save Fuel money and emissions

This a Guide to How Much Gas you need to supplement

What Size Unit from Secure Supplies.

Gasoline engines 125ml to 25o ml LPM of HHO gas per litre

of engine size is optimal for best performance

ratio goes up with fuel lpm per mint consumption RPM ,

Base line number below are at 1500 rpm double number with 3000 rpm for the range assume an RPM (2000 rpm)

Engine Size HHO H2 O2 % Secure Supplies PEM Split Gas Electrolyzer Model

100 CC

125 CC

150 CC

175 CC

200 CC

250 CC

300 CC

350 CC

400 CC

450 CC

500 CC

600 CC

700 CC

800 CC

900 CC

1 Litre Engine 0.250 to 0.500 LPM 333 Ml 165.5 Ml Split Gas Single Cell 12 v 3 amp 24 hr Auto fill Titanium

1200 CC Split Gas Single Cell 12 v 3 amp 24 hr Auto fill Titanium

2 Litre Engine 0.500 to 1.0 LPM Split Gas Single Cell 12 v 3 amp 24 hr Auto fill Titanium

3 Litre Engine 0.750 to 1.5 LPM Split Gas Single Cell 12 v 3 amp 24 hr Auto fill Titanium

4 Litre Engine 1 to 2 LPM 666 Ml 333 Ml Split Gas Twin Cell 12 v 3 amp 24 hr Auto fill Titanium

5 Litre Engine 1.250 to 2.5 LPM Split Gas Twin Cell 24 v 4 amp 24 hr Auto fill Titanium

6 Litre Engine 1.50 to 3.0 LPM Split Gas Twin Cell 24 v 4 amp 24 hr Auto fill Titanium

7 Litre Engine 1.75 to 3.5 LPM Split Gas Twin Cell 24 v 4 amp 24 hr Auto fill Titanium

8 Litre Engine 2.00 to 4 LPM 1333 Ml 666 Ml Split Gas Twin Cell 24 v 4 amp 24 hr Auto fill Titanium

9 Litre Engine 2.250 to 4.5LPM Split Gas Twin Cell 24 v 6 amp 24 hr Auto fill Titanium

10 Litre Engine 2.50 to 5.0 LPM Split Gas Twin Cell 24 v 6 amp 24 hr Auto fill Titanium

11 Litre Engine 2.750 to 5.5 LPM Split Gas 4 Cell 24 v 6 amp 24 hr Auto fill Titanium

12 Litre Engine 3.00 to 6.0 LPM 2000 ml 1000ml Split Gas 4 Cell 24 v 6 amp 24 hr Auto fill Titanium

13 Litre Engine 3.250 to 6.5 LPM Split Gas 4 Cell 24 v 8 amp 24 hr Auto fill Titanium

14 Litre Engine 3.50 to 7.0 LPM Split Gas 4 Cell 24 v 8 amp 24 hr Auto fill Titanium

15 Litre Engine 3.750 to 7.5 LPM Split Gas 4 Cell 24 v 8 amp 24 hr Auto fill Titanium

16 Litre Engine 4.00 to 8.0 LPM 2666 Ml 1333 Ml Split Gas 4 Cell 24 v 8 amp 24 hr Auto fill Titanium

17 Litre Engine 4.250 to 8.5 LPM

18 Litre Engine 4.50 to 9.0 LPM

19 Litre Engine 4.750 to 9.5 LPM

20 Litre Engine 5.0 to10.0 LPM

100 % Fueling with h2

Please see our Hydrogen Generators

Fuel Injection Mix Secure Supplies

Stoichiometric Air/ Fuel (A/f) Ratio for Hydrogen and Air is :

A/F based on = mass of air/ mass of fuel

mass:

= 137.33 g / 4 g

= 34.33:1

A/F based on = volume (moles) of air/volume ( Moles) of Fuel

Volume: = 4.762 /2

= 2.4:1

The Percentage of the combustion chamber occupied by hydrogen for a stichiometric mixture:

% H2 = volume (moles) of H2 / total volume

= volume H2 ( Volume air + volume of H2)

= 2 / (4.762 + 2) = 29.6%

Higher Compression engines such as converted diesel to spark or rotary are suited, the 34 or 29.6%

suggested above appears to be a minimum for a/f ratio to idel compression is 16:1 there are many engine and valve

types which effect the a/f ratio.

The Hydrogen 7 BMW

uses more fuel than many trucks, consuming 13.9 L/100 km for gasoline (petrol) and 50 L/100 km for hydrogen.

The difference in fuel consumption is largely due to the different energy density with gasoline (petrol) yielding 34.6 MJ/L andliquid hydrogen yielding 10.1 MJ/L. Based on these energy density figures, one would expect 47.6 L/100 km for hydrogen based on 13.9 L/100 km for gasoline (petrol); which is very close to the stated 50.0 L/100 km.

Golf IV TDI 115cv, and the BMW's hydrogen 7.

Golf IV:
- 120 Km/h Average speed on highway
- 7 L/100km Average consumption (normally 5L, just to have a pessimistic view.)
- 14,2 Km/L Average consumption in Km/L
- 1 h, TIme Lapse

With an easy calculation, doing ( 1 / ( 14,2 Km / L ) ) * 120 Km/h
i have 8 L / h, in which driving at 120 km/h i spend 8 liters every hour of driving.
It's a good average value, cause normally i do more than 680 Km with full tank of diesel. (molti di più nella realtà, ho voluto tenere i consumi molto più alti del normale.)
8L/h, are 140mL per minute of diesel.

BMW Hydrogen 7 using the same calculations
- 120 Km/h Average speed on highway (example)
- 50L/100km Average consumption declared from BMW (read on wikipedia, only on hydrogen)
- 60L/h conversion using same calculations as before (it fits regularly with the average Km done with a full Hydrogen tank, 200km)
- 1L/min Conversion in minutes of average hydrogen consumption

My osservations:
- I build an Split gas HH+O generator that gives me 2L/min of HHO working at 4Amp.

I think that 2L/min at 4 Amp it's so low that is eye-etching to see as effieciency! as before.. just to be pessimist.

- I've got a 70A alternator on the GOLF example and i think that at 2000rpm it will be capable of giving my generator at least 4 Amp
(I've heard about men speaking about if you "ask" the alternator more current, he will "ask" the motor more mechanical power in order to satisfy the request of current. I personally think that it's the opposite: if you want your alternator having more current "headroom", you'll have to increase engine's RPM.)
- As that 2 liters of HH+O can be a fuel, they are also two times the fuel i need tu run the engine.

- The pump injectors of the TDI pressurize fuel at 2Kbar, will i, in this way, concentrate the energy of hydrogen,

10.1 MJ/L, near to gasoline, diesel's 34.6 MJ/L ??

SO, i've done the most pessimistic calculations and using the most DIY equipment..

now, Why i can't use an HHO generator to burn hydrogen made in realtime instead of gasoline?

Will be experts,

like BMW one's, being capable of realize a tecnology for this?

50 liquid litre tank in the bmw 7 to nm3 gas is 1 litre to 0.7881 L/gas h2

0.7881 nm3 of h2

7.881e-25 literof h2 gas litre

25 litre x 50 litre liquid in the tank is 1250 litre of gas / 60 minutes 20. 83 litre per minute.

LPM of H2 99.9 Z% pure

= 20.83 /2 (h2's) =10.41 = if hho 20.83 h2 + 10.41 O2 = 32.24 lpm can be made

20.83 lpm runs the BMW v12 6 litre Engine

a/f is 30% 20.83 lpm h2 = 69 litre per minute h2 + air 49 lpm of air

When discussing engine tuning the 'Air/Fuel Ratio' (AFR) is one of the main topics. Proper AFR calibration is critical to performance and durability of the engine and it's components. The AFR defines the ratio of the amount of air consumed by the engine compared to the amount of fuel.

A 'Stoichiometric' AFR has the correct amount of air and fuel to produce a chemically complete combustion event. For gasoline engines, the stoichiometric, A/F ratio is 14.7:1, which means 14.7 parts of air to one part of fuel. The stoichiometric AFR depends on fuel type-- for alcohol it is 6.4:1 and 14.5:1 for diesel.

So what is meant by a rich or lean AFR? A lower AFR number contains less air than the 14.7:1 stoichiometric AFR, therefore it is a richer mixture. Conversely, a higher AFR number contains more air and therefore it is a leaner mixture.

For Example:
15.0:1 = Lean Btu Heat of Hydrogen is less than Gasoline but 2.5 times the power.
14.7:1 = Stoichiometric 983ml Air to 17 ml gasoline Hydrogen A/f Ratio is = 2.4:1 1000cc 700 ml air to 300ml h2
13.0:1 = Rich

Leaner AFR results in higher temperatures as the mixture is combusted. Generally, normally-aspirated spark-ignition (SI) gasoline engines produce maximum power just slightly rich of stoichiometric. However, in practice it is kept between 12:1 and 13:1 in order to keep exhaust gas temperatures in check and to account for variances in fuel quality. This is a realistic full-load AFR on a normally-aspirated engine but can be dangerously lean with a highly-boosted engine.

Let's take a closer look. As the air-fuel mixture is ignited by the spark plug, a flame front propagates from the spark plug. The now-burning mixture raises the cylinder pressure and temperature, peaking at some point in the combustion process.

The turbocharger increases the density of the air resulting in a denser mixture. The denser mixture raises the peak cylinder pressure, therefore increasing the probability of knock. As the AFR is leaned out, the temperature of the burning gases increases, which also increases the probability of knock. This is why it is imperative to run richer AFR on a boosted engine at full load. Doing so will reduce the likelihood of knock, and will also keep temperatures under control.

There are actually three ways to reduce the probability of knock at full load on a turbocharged engine: reduce boost, adjust the AFR to richer mixture, and retard ignition timing. These three parameters need to be optimized together to yield the highest reliable power.

Gas Consumption and mixed performance rates.
Lpg is 'propane an butane ' Propane is good ( figures are out of my head... not exact)
Propane is high octain (better than petrol) 105 octain Boiling point -20 Butane (conciderd a filler ) low octain, boiling point 0 Both are what makes up lpg ..
In Seasonal Countries such as Australia the mix is 60% propane , 40% butane
in WINTER 40% propane, 60% butane in summer
This changes due to cold snaps.. When servo refills. .. How much we sell to northern hemisphere during their cold snaps ..

If you could run on a stable mix it would work but it is constantly changing every time you fill up...

Hydrogen supplementation can improve this variable in air oxygen densities caused by altitude and or cold weather.

Change in summer / winter in Australia is due to cold weather in country

(if you have to much butane in winter your car won't run, run properly. .. )

Every year when moving into winter (in my business ) This happens. .. trace back to service station/gas stations

that still has summer gas blend.

Get them to fill at another servo an car is good... this was very common, and became the first question ' were did you fill' .

Provided By Damien Colburn a Experience Lpg Technician in Australia.

Making Hydrogen Fuel on Demand is Easy

The Key to making yeild and enough gas is knowing your equipment, Stan Meyers Methods and

Controlling the Vacuum and Gases for distribution and injection after they are made.

For more PLease see the DIY Guide