User:Rondeep.bora15/sandbox

Generation of hydrogen via electromagnetic induction

EMBODIMENT OF AN EFFICIENT BROWN’S GAS  COMPOUND FUEL TANK

Chapter 1 INTRODUCTION

1.1 INTRODUCTION: A BRIEF HISTORY OF HHO

Research in 1975 examined hydrogen enhanced gasoline in lean combustion.John Houseman and D.J Cerini of the JPL produced a report for the Society of Automotive Engineers titled "On-Board Hydrogen Generator for a Partial Hydrogen Injection Internal Combustion Engine", and F.W. Hoehn and M.W. Dowy, also of the Jet Propulsion Lab, prepared a report for the 9th Intersociety Energy Conversion Engineering Conference, titled "Feasibility Demonstration of a Road Vehicle Fueled with Hydrogen Enriched Gasoline." Research done in 2002 shows that the "addition of hydrogen to natural gas increases the burn rate and extends the lean burn-limit". Also concluded was that "hydrogen addition lowers HC emissions", and with properly "retarded ignition timing" also reduces NOx emissions. Further research in 2002 achieved results showing "a reduction of NOx and CO2 emissions", by modeling an on-board hydrogen reformer and "varying the efficiency". The research was specifically a "numerical investigation" done to foresee performances, exhaust emissions, and fuel consumption of a small, multi valve, spark ignition engine fueled by hydrogen enriched gasoline". In 2003 Tsolakis et al. of the University of Birmingham showed that "partial replacement of the hydrocarbon fuel by hydrogen combined with EGR resulted in simultaneous reductions of smoke and nitrogen oxides emissions (NOx) without significant changes to engine efficiency". Similar results have been presented by a team of scientists from Zhejiang University, China, which found that "a little amount of hydrogen supplemented to the gasoline-air mixture can extend the flammability of the mixture... improving the economy and emissions of engines". Test results in 2004 show "that the H2-rich reformate gas was an excellent NOx reductant, and can outperform raw Diesel fuel as a reductant in a wide range of operating conditions". This is referring to Diesel fuel being used in excess, as a reductant, to cool the combustion reaction, which indeed has a mitigating effect on NOx production. In 2004 research was conducted concluding that an "SI engine system fueled by gasoline and hydrogen rich reformate gas have been demonstrated" to achieve a "dramatic reduction of pollution emissions". This was achieved by "extending EGR operation" in addition to consuming "gasoline and hydrogen rich reformate". Emissions results show that "HC-emissions as well as NOx-emissions could be reduced to near zero". Overall a 3.5% reduction in CO2 emissions was achieved during the "FTP test cycle". The research also concluded that the exhaust after treatment system can be simplified, "resulting in cost reduction for the catalysts". To date, Hydrogen fuel enhancement products have not been specifically addressed by the EPA. No research devices or commercial products have reports available as per the "Motor Vehicle Aftermarket Retrofit Device Evaluation Program. In general there are no references available for the US Government addressing the concept of hydrogen fuel 1.2  ABOUT OXY-HYDROGEN OR HHO GENERATOR      Nowadays, Oxy-hydrogen generator, termed as a fuel saving device is a module equipped with an electrolyzer unit which when installed correctly in any drive wheel vehicle has the potential of improving the fuel consumption and emission diagnostics to a decent degree. A stoichiometric mixture of hydrogen and oxygen formed after careful pulsed electrolysis process of water is called as Oxy-Hydrogen gas or more popularly known as Brown’s Gas (named after its inventor Yull Brown). This potent cool flamed gas with an auto ignition temperature of 570 deg C, needing a 20 micro joule spark for its ignition actually implodes instead of explosion. Implosion means the phenomenon of an object collapsing upon itself, generally due to an outside force crushing the object inward. The most common example of an implosion phenomenon is the gravitational collapse of large stars, creating supernovae, neutron stars and black holes. The cavitation of a fluidic bubble is also a very good example. The significance of this implosion phenomenon especially in the field of Oxy-Hydrogen being injected into the engine for enhanced performance is that it reduces the mechanical damage caused to the engine components due to the explosive combustion of the fuel by reducing the outward surge of the explosive waveform. It does so by creating a partial vacuum and by pulling the wave front created by the combustion, inwards. A part of this implosion is water which helps in reducing the high temperature inside the engine. The method of generating HHO or Brown’s gas or Oxy-Hydrogen gas involves using controlled current (done with the help of a Pulse Width Modulator) from vehicles alternator-battery unit and discharging it to the electrolyzer unit to produce the oxy-hydrogen gas in required quantity. The electrolyzer unit consists of a set of electrodes, arranged with proper configuration, distance and number (of plates), a container with distilled water and a suitable electrolyte, to which the controlled current is discharged, dissociating water into a stoichiometric mixture of oxygen and hydrogen. This, when added to conventional fuel as a catalyst becomes powerful enough than gasoline to augment the combustion process, consequently engine torque and power. And surprisingly enough a part of the emission released is water. So, one takes water as an input and releases the same as an output. Following is a diagrammatically explained mechanism of dissociation of water:

H2O (l)↔ H+ (aq) + OH- (aq)               (1)[ General Equation] 4OH- ↔ 2H2O + O2 + 4e-                     (a)[Anode, oxidation] 2H+ (aq) + 2e- ↔ H2 (g)                         (b)[Cathode, reduction] Fig 1.1 Dissociation of water into hydroxygen

1.3  PROCESS OF ELECTROLYSIS The key process of electrolysis is the interchange of atoms and ions by the removal or addition of electrons from the external circuit. The desired products of electrolysis are often in a different physical state from the electrolyte and can be removed by some physical processes. For example, in the electrolysis of brine to produce hydrogen and chlorine, the products are gaseous. These gaseous products bubble from the electrolyte and are collected. Fig 1.2 Diagrammatic representation of working of an electrolytic cell

1.4  PERFORMANCE REVIEW OF ADDITION OF BROWN’S GAS The addition of Brown’s gas or Oxy-hydrogen gas to the engine   augments various processes inside the engine, which are listed below: It increases the engine torque by improving the quality of fuel burn (higher compression ratio) thereby improving the engine power. It helps in reducing the specific fuel consumption of the vehicle. It cleans off old carbon deposits inside the engine. It reduces the unwanted exhaust emissions or smog by clean combustion thereby improving the emission characteristics of the vehicle. It improves the miles per gallon that the vehicle gets. It replaces a portion of the conventional fuel. Cleans the environment, as it releases water vapor. Lowers the engine temperature. It produces more refined engine sound. It tries to restore engine’s original performance. It reduces the ignition delay of the spark produced.

It substantially improves the flame speed produced by fuel burn.

Fig 1.3 Mechanism of augmented engine functionality

1.5  THE HHO TECHNOLOGY As far as doping gaseous fuels with hydrogen is concerned, an additive such as Brown’s gas is an interesting solution. This potent cool flame gas mingling between temperatures of 130 deg C and 150 deg C having the potential of melting steel, brick and titanium coined as Brown’s gas or HHO gas or Oxy-Hydrogen gas is derived from electrolysis of water. The process entails passing electric current (not more than 20 Amps) to suitable electrodes( titanium is best preferred), splitting water ( distilled) into a stoichiometric mixture of oxygen and hydrogen forming a homogeneous ratio and then allowing them to mix together in gaseous state and finally injecting them into the engine. It is possible to fuel IC engines solely with HHO gas but considering its limited production and more energy being needed to produce the gas than can be actually harnessed, it seems reasonable to use HHO gas as a catalyst to be doped with conventional gasoline. The technology of generating HHO gas is called as production- on- demand meaning that the gas is actually generated in quantity as per requirement and at times when only it is needed. Unlike hydrogen technology which involves storage of hydrogen and using it when required as a fuel, raises mountain of safety issues. HHO technology features interesting solution aspects regarding safety of the vehicle, as the HHO gas is never stored; moments after its generation it gets used up by the engine to augment the combustion process. Hence, this technology is termed as production-on demand. Fig 1.4  A typical HHO unit (Dry cell construction) But sadly enough, this HHO system which is considered to be quirky and an off-beat technology has some compromising issues too. The primary problem with this technology is that, it is having a negative energy ratio phenomenon i.e. the amount of energy required to produce the HHO gas is more than the amount of energy actually produced. Example wise if we have one gallon of gasoline to convert water into HHO, than the energy output will be one-half gallon of gasoline. It was found out in some of the previous iterations that one liter of water generates 1800 liters of Brown’s gas in the form of catalyst to be added to the engine for increased performance. While the HHO dry cells effectiveness is proven in many applications, its proponents are faced with the sticky question of how you can get more energy from a fuel than you put into it. One explanation is that alternators make an excess of power, and that the generator only utilizes what's wasted, but there are two better ones. The first is that because HHO gas is simpler in construction than the gasoline molecule, it burns faster and acts as a catalyst to ignite the gasoline sooner and more completely. Another is that the mixture's pure oxygen content allows more of the gasoline to burn, which also increases efficiency. HHO also combusts at a higher rate than gasoline so HHO allows you to use more of your fuel. A combination of extra energy being on vehicles and the fact that on average vehicles are only 66% efficient make HHO a perfect fuel assist. Interestingly enough this gas doesn’t explodes but implodes. Below is a small explanation given in the form of chemical reactions about the phenomenon of negative energy ratio. Electrolysis:  H2O  +  E1 --->  H2  +  O2	Combustion:  H2   + O2 > H2O + E2, Where Energy, E1> E2 (negative energy ratio)

The HHO technology can be embodied in the form of a generator kit which can be easily installed in any drive wheel vehicle. This promising new technology tagged by many as the future proves in many myriad of reasons that it poses a divine solution to the ever asked and never ending question of how one can puzzle out the problem of clean sustainable and oil independent crisis. A very simple and yet rigid module, this generator kit bargains no problem ever so in the realm of its practical applications. The generator unit comprises of a water reservoir (made up of Plexiglas, meant to store water), set of electrodes of certain metal which integrates the process efficiently, jumper cables, wires, press switch, a pulse width modulator, a relay, pneumatic nipples, a bubbler tank. This unit needs to be embroidered in such a way that it shapes up as an auxiliary device which can be readily installed in any drive wheel vehicles. But its installation in two wheel drives is not that user friendly. Couple of constraints worth considering do arises when it has to be integrated in two wheelers. First, there is not enough surface area available and even if after close and detailed observation of the vehicle do generate some amount of space for its installation, a second variable gets encountered in the form of “aesthetics” of the vehicle as it compromises its look.

Fig 1.5 Connection scheme of the HHO generator

HHO Dry Cell Kit can be installed on gasoline or diesel engines. According to engine size and range specifications, the Kit consists of One or Two HHO Dry Cells, a Bubblier/Reservoir Tank, Fuel hose, and a Amp Meter to monitor the electrical power delivered to the HHO Dry Cells.HHO Dry Cell generates Hydrogen through electrolysis. The HHO Dry Cell Conversion Kit uses distilled water and a dissolved Electrolysis formula, which is used to speed up the electrolysis process. Hoses connected to the bottom of the Reservoir/Bubblier Tank carry the Electrolysis Additive solution to each HydroCell. The Electrolysis Additive solution flows into the HHO Dry Cell. There, electrolysis of the water produces Oxygen and Hydrogen gas. The separated Oxygen and Hydrogen gases, flow upward from the HHO Dry Cell and into the Reservoir/Bubbler Tank. The raw materials for the production of Brown's Gas are water and electricity. One kwh of electricity produces approximately 340 liters of gas. Virtually any amount of Brown's Gas can be produced in any volume through cells in series, cells miniaturized, or cells enlarged. One unit of water yields 1,860 units of gas. The inverse applies as well. Upon ignition, Brown's Gas implodes. When implosion of the gas mixture occurs, the result is a 1,859 unit vacuum with one unit of water

1.6  EXPLANATION OF THE VARIOUS PARTS REQUIRED TO CONSTRUCT THE GENERATOR Relay: Use of relays in the HHO generator kit is quite interesting. This electromagnetic switch has the ability to direct the current coming from the vehicle’s battery to the cell without creating any potential damage to the electrical wirings, switch and the location where the wirings are assembled. Generally, a switch and the electrical wires are chosen according to the rated amps coming from the battery. At times, if these are not properly selected, then the entire surge of electric current coming from the battery may overheat them, causing the whole unit to burn. This potential threat can be prevented by channeling the incoming energy to the relay, ignoring the switch of higher amps and using a switch of lower amps to actuate the relay itself. Fig 1.6 (a) Operational diagram of working of relay  (b) Real model of a relay

Pulse Width Modulator (PWM): This electrical device which is also called as a pulse dozer equipped with an IC has the ability to: - Vary the amount of HHO gas being transferred to the engine, by pulsing the electric current on and off as per requirement to release quantified amount of gas. - Vary the electric current supplied to the unit at times when temperature (hot/cold days) fluctuations compromises the proper functioning of the unit. - Suitably vary the temperature of the electrical devices used within the unit in order to prevent overheating or unexpected explosion. - Guards the alternator at times when it faces situations of malfunction and over-functioning. -acts as a charge sensing switch, which automatically turns the cell on and off whenever the current more than the desired value is allowed to discharge from the battery. Fig 1.7 A typical Pulse Width Modulator unit and its circuit Fuse: An electrical device that by the melting of one or more of its specially designed and proportional components opens the circuit in which it is inserted by breaking the current when it exceeds a given value for sufficient amount of time. Fig 1.8 A typical fuse

Bubbler Tank: Water stored in the reservoir is not a very good conductor of electricity. To aid this drawback, electrolytic chemicals are used such as NAOH, KOH, Sulphuric acid to increase the electrical conductivity, hence the gas production. When the gas is produced, it forms into a bubble surrounded by a layer of water plus electrolytic solution, foam and mist precipitates. All these are harmful entities for parts of the engine which are made out of aluminium. By using a bubbler, one can get rid of the electrolytes, foams in the bubbles to enter the engine and initiate any harmful chemical reactions. The bubbler makes sure that only pure homogeneous mixture of HHO gas charge gets admitted to the engine. Fig 1.9  A typical bubbler tank

Filter: A devise meant for purification purpose stated to allow only clean mixture of HHO gas to air intake manifold, devoid of any unwanted foreign impurities which might tend to retard, block or resist the uniform passage of gas to the engine. This filtration process is a useful part of the unit as it assures clean and particulate free supply of HHO gas to the engine. Flashback Arrestor: During the operation of the HHO generator, if a flashback occurs, the flame from air intake manifold travels back   to the HHO bubbler in splits seconds and ignites the HHO gas above the water level causing a sudden catastrophic explosion or damage. To avoid this calamity a device called as Flashback Arrestor is used which allows the gas to flow towards the intake manifold but blocks the surge of highly pressurized HHO flame to travel back into the unit. It basically alleviates the pressure instantly with the help of exhaust ports/vents and channels it only in the forward direction. To add to this device, a bubbler tank filled half with water is also sometimes used as a flashback arrestor. Fig 1.10  A typical flashback arrestor Battery: The power needed for the generator is taken from the vehicle’s battery. The type of battery is 12V-2.5 Ah; 4 Amps and having a maximum capacity of 12.5 volt. The battery discharges its energy to the electrodes kept in the electrolytic solution of water in order to dissociate the same into a homogeneous mixture of oxygen and hydrogen. 1.7  RESEARCH DIAGNOSTICS: PREVIOUS RESEARCHES Comprehensive research analysis have been made by researchers, academic or technical research organizations providing immense contributions towards the path of understanding HHO technology and its practical applications in the arena of enhanced vehicle performance, without which the knowledge and the present get up about this potent form of gas wouldn’t have become a possibility. Some of them are listed below: Apart from this the most progressive nature of H2-O2 mixture used as a catalytic aid for gasoline run engines is that it has the ability to augment its performance and the regime of emission diagnostics[1]. Y.Karagoz et al [2] experimented with a gasoline engine injected with hydroxygen (H2-O2) mixture and water to the intake manifold in order to study the performance and emission diagnostics. Three different combinations of mixtures 0%, 3.75% and 7.5% of hydroxygen gas by volume were used for all the spectrum of speed range (1500-5000 Rpm). It was found out that brake power, brake thermal efficiency and oxides of nitrogen increased up to 11.7%,5.9% and 141.1% with HHO injection. Improvements showed up with COV(imep), BSEC, total hydrocarbons(HC) and carbon monoxide(CO) by 15.2%, 5.6%. 74.5% and 59.5% respectively for hydroxygen addition. Ali Can Yilmaz et al [3] in the year 2010 studied the dynamic behavior of HHO gas being injected into a four cylinder, four stroke, compression ignition engine in improving the engine performance and emission nature. Equipped with HECU based on 555 timer, the experimental set up found out a steady increase in the brake thermal efficiency above 1750 rpm engine speed. The CO and HC emissions were found to be reduced by an average of 13.5% and 5% respectively. Also considerable decrease of the SPC was found due to the uniform mixing of the HHO gas with air/fuel mixture. S.Bari et al [4] in the year 2008 evaluated the performance enhancement of a conventional diesel engine through the addition of H2/O2 mixture generated through water electrolysis. Experimental results indicated that hydroxygen addition acquired an average of 15.063 % of fuel savings. The HC emissions dropped down by an average of 97.65, the CO emissions reduced by an average of 0.240% for three different readings. However, the Nox emissions were found to be increased by an average of 68 ppm for three different load readings. A heavy duty diesel engine emits a wide spectrum of harmful carbonyl compounds which not only lowers the effectiveness of diesel run engine but also promotes noxious environmental hazards. They are believed to be sources of ozone and peroxyacylnitrates precursors which have adverse negative effects on human health. Hsin-Kai Wang et al[5] investigated the emissions of carbonyl compounds from a diesel engine at low steady condition. Agilent HP 1100 HLDC/UV analyzer was used to identify the variety of carbonyl compounds from diesel engine. Formaldehyde was found to be the major one among all. With 10-40 L/min of H2-O2 mixture addition, the emission of carbonyl compound formaldehyde was found to be decreased by 5.1% to 31.7%. In addition to that, with H2-O2 injection to the engine the BSFC was found to be decreased by an average of 7.95 for three different HHO injection rates. HHO generation statistics suggests that with 25 Amp current hydrogen-oxygen mixture can be generated by an amount of 1.88 LPM. A total of one liter of water can produce 1860 Liters of HHO gas. This creates a total vehicle engine loss of 0.34 KW for powering the generator at 13.8 volts [6]. Engine running on enriched hydrogen aided gasoline also has quite influential effects on parameters such as flame speed and ignition delay. John. F.Cassidy  [7] in the year 1977 presented a NASA technical paper for the society of Automotive Engineers (SAE) in which he put forward his experimental work of a multi-cylinder reciprocrating engine using the combined mixture of gasoline and hydrogen in order to extend the lean operating range of the fuel. Hydrogen was produced using a methanol (CH3OH) reformer and it was taken as an on-board source. With constant hydrogen flow rate of 0.64 Kg per hour, the apparent combustion flame speed was found to be 61% faster than normal. A sizeable reduction in ignition delay time was found with the addition of hydrogen for all equivalence ratio. Hydrogen along with oxygen forms up a stoichiometric mixture (2/3rd by volume of H2 and 1/3rd by volume of O2) which can be produced by variety of processes available. One of the most commonly used technique is the carefully pulsed process of electrolysis of water. Alkaline water electrolysis shapes up as an easy technique for hydrogen production, having the advantage of simplicity. It has the potential to reduce energy consumption, cost and maintenance work which other processes involve. Also, it can increase reliability, durability and safety to the entire hydrogen generation process due to its simplicity [8]. Emmanuel Zoulias et al [9] presented an important review on water electrolysis. The paper put forward various ways by which hydrogen and oxygen mixture can be generated using electrolysis as the governing principle. A critical voltage believed to be about 1.2 V is required to split water into H2 and O2. Out of various modes of electrolysis such as alkaline electrolysis, PEM electrolysis, steam electrolysis, wind electrolysis, solar electrolysis and geothermal electrolysis, alkaline electrolysis was considered to be the most effective way of generating H2-O2 mixture due to its incredibly simple, reliable and cost effective construction. 1.8  TWO WHEELER MOTORCYCLES: AN INTRODUCTION Motorcycles are descended from the "safety" bicycle, bicycles with front and rear wheel the same size, with a pedal crank mechanism to drive the rear wheel. The first motorbike was built in 1868. It was not powered by a gasoline engine, but by a steam engine. Its builder was Sylvester Howard Roper. His steam-powered bike (in figure 1.11) was demonstrated at fairs and circuses in the eastern US in 1867 and did not catch on, but it anticipated many modern motorbike features, including the twisting-handgrip throttle control. There is an existing example of a Roper machine, dated 1869. It's powered by a charcoal-fired two-cylinder engine, whose connecting rods directly drive a crank on the rear wheel. This machine predates the invention of the safety bicycle by many years, so its chassis is also based on the "bone-crusher" bike. "Bone-Crusher's" appeared around 1800, used iron-banded wagon wheels, and were called "bone-crushers," both for their jarring ride, and their tendency to toss their riders.[10] Fig 1.11  Cycle to motorcycle: A transition phase A motorcycle (or motorbike) is a two-wheeled vehicle powered by an engine. The wheels are in-line, and at higher speed the motorcycle remains upright and stable by virtue of gyroscopic forces; at lower speeds continual readjustment of the steering by the rider gives stability. The rider sits astride the vehicle on a seat, with hands on a set of handlebars (either a single bar or or "clip-on"s which are used to steer the motorcycle, in conjunction with the rider shifting their weight shift through their feet which are supported on a set of "footpegs" or "pegs" which stick out from the frame. Variations exist: some motorcycles are equipped with floorboards instead of footpegs, sidecars and other three-wheeled variations, commonly refered to as a strike may also be found. Table 1.1   A showcase of the earliest motorbikes

Fig1.12 Modern motorbikes showcases a sense strong aesthetic appeal

1.9 GENESIS OF THE WORLD RENOWN COMPANIES 1902 - Triumph 1903 - Harley-Davidson (Harley-Davidson Motor Company) 1946 - Honda (The Honda Motor Company) 1952 - Suzuki (Suzuki Motor Co., Ltd.,) 1954 - Kawasaki (Kawasaki Heavy Industries) 1955 - Yamaha (Yamaha Motor Corporation)

In recent years there has been an increased motorcycle sales momentum in various parts of the world. In China alone, "Guang Cai Motorcycle Association of Imports and Exports" estimates the two-wheeler sales for a typical month in year 2000 to be around 5.8 million, giving an increase of 13.72% from the same month in the previous year. During this period the trend has been for people to shift towards machines with higher engine capacities. The Ministry of Road Transport & Highways, Government of India, gives the total number of registered two-wheelers as on 31 March 2000 to be just less than 34 million compared with 4.57 million for cars, while according to the Japan Automobile Manufacturers Association the total number produced in Japan was in excess of 2 million for year 2002. Motorcycles are typically used for commuting or for pleasure. Lighter vehicles with smaller engines are usually cheaper than their heavier counterparts and provide the primary means of transport in a lot of Asian countries. "Harley Davidson" type tourers are very popular in the United States while a wide variety of Japanese exports come to Europe. Pleasure is mostly acquired from riding powerful sports road bikes. Nowadays it has designs and engine performances that can easily be compared with full racing machines only a decade old. It is also common for police to use big powerful machines and often they have to ride them under difficult circumstances at high speeds. Needless to say, a lot of investment nowadays goes into motor racing and development of state-of the-art high technology machines.

Fig 1.13 Population of  two-wheelers in twenty different countries The four largest motorcycle markets in the world are all in Asia: China, India, Indonesia, and Vietnam. India, with an estimated 37 million motorcycles/mopeds, was home to the largest number of motorized two wheelers in the world. China came a close second with 34 million motorcycles/mopeds in 2002. As the middle class in India, China, and other developing countries grows, they are repeating the transition from motorcycles to cars that took place in the US in the years after World War I, and in Europe following World War II, and the role of motorcycling is changing from a transport necessity to a leisure activity, and the motorcycle is changing from a family's primary motor vehicle to a second or third vehicle. The motorcycle is also popular in Brazil's frontier towns. Motorbikes are the primary form of transportation in Vietnam. In numerous cultures, motorcycles are the primary means of motorized transport. According to the Taiwanese government, for example, "the number of automobiles per ten thousand population is around 2,500, and the number of motorcycles is about 5,000." In places such as Vietnam, motorized traffic consist of mostly motorbikes due to a lack of public transport and low income levels that put automobiles out of reach for many.[11] 1.10 THE REGIME OF TWO-WHEELERS IN INDIA’S MANUFACTURING WING Below is a table-list format of the various two-wheelers manufacturing companies in India.Whereas majority of them are foreign imported companies who have shown their presence and iconic cult with their world renowned launches, there are plenty of national companies also who have managed to lead with their strong dedication in manufacturing variety of breeds of two-wheelers.

Table 1.2  The spectrum of available motorbikes in India

1.	Aprilia Bikes Italian Motorcycle brand Aprilia Caponord 1200, Aprilia Dorsoduro 1200 ABS, Aprilia Mana 850 ABS, Aprilia RSV4 R APRC

2.	Hero Electric Bikes	-A flagship company of the Hero Eco Group -A pioneer in the Indian Electric Vehicle industry. - Developing products for the domestic EV market -Hero Electric Avior e cycle -Hero Electric Photon

3.	Hyosung Bikes	Korean motorcycle manufacturer Hyosung with its Indian partner Garware Motors to cater to the enthusiast buyers. Hyosung Aquila 250, Hyosung GT250R, Hyosung GT650N, Hyosung GT650R, Hyosung GV650, Hyosung ST7

4.	KTM Bikes	One of the biggest motorcycle companies from Europe KTM Duke 200, KTM Duke 390 ABS, KTM RC 200, KTM RC 390

5.	Piaggio Bikes	-The most iconic scooter company in the world, Vespa -Scooter Manufacturing Company Piaggio Vespa

6.	Triumph Bikes	- Iconic British Motorcycle manufacturer, first established in 1902. - Include Classics, Roadsters, Adventure bikes and Supersports models.

Triumph Bonneville, Triumph Bonneville T100, Triumph Daytona 675R, Triumph Rocket III Roadster, Triumph Speed Triple, Triumph Street Triple, Triumph Thruxton, Triumph Thunderbird LT, Triumph Thunderbird Storm, Triumph Tiger 800 XCx, Triumph Tiger 800 XRx, Triumph Tiger 800XC, Triumph Tiger Explorer

7.	Bajaj Bikes	-India's second largest motorcycle company. -Primarily a bike’s manufacturer.

Bajaj Avenger 220, Bajaj Discover 100M, Bajaj Discover 100T, Bajaj Discover 150F, Bajaj Discover 150S, Bajaj New Discover 125M, Bajaj Platina 100, Bajaj Pulsar 135LS, Bajaj Pulsar 150, Bajaj Pulsar 180, Bajaj Pulsar 200 SS, Bajaj Pulsar 200NS, Bajaj Pulsar 220F

8.	Ducati Bikes	 -Italian company that designs and manufactures motorcycles. -Headquartered in Bologna, Italy Ducati 848, Ducati Diavel, Ducati HyperMotorad, Ducati Monster, Ducati Multistrada

9.	Hero Moto Corp Bikes	-Country’s leading bike-maker, Hero MotoCorp (previously known as Hero Honda). -Headquartered in New Delhi -Founded in the year 1984 -Known to be the largest two-wheelers manufacturer in the world. - The company has sold over 47 million 2-wheelers since its inception in 1984 till March 2013. -

Hero Moto Corp 2014 Karizma, Hero Moto Corp Achiever, Hero Moto Corp Glamour, Hero Moto Corp Glamour PGM Fi, Hero Moto Corp HF Dawn, Hero Moto Corp HF Deluxe, Hero Moto Corp Hunk, Hero Moto Corp Ignitor, Hero Moto Corp Impulse, Hero Moto Corp Maestro, Hero Moto Corp Passion Pro, Hero Moto Corp Passion Pro TR, Hero Moto Corp Passion XPro, Hero Moto Corp Pleasure, Hero Moto Corp Splendor iSmart, Hero Moto Corp Splendor NXG, Hero Moto Corp Splendor Plus, Hero Moto Corp Splendor Pro, Hero Moto Corp Splendor Pro Classic, Hero Moto Corp Super Splendor, Hero Moto Corp Xtreme

10.	Indian Bikes	Indian Motorcycle is among the most iconic two-wheeler brands from across the globe and is the first American motorcycle manufacturer established in 1901 Indian Chief Classic, Indian Chief Vintage, Indian Roadmaster, Indian Scout

11.	Mahindra Bikes	- The newest Indian two-wheeler company. - Currently running only scooter models. Mahindra Centuro, Mahindra Duro, Mahindra Duro DZ, Mahindra Flyte, Mahindra Gusto, Mahindra Kine, Mahindra Pantero, Mahindra Rodeo RZ

12.	Royal Enfield Bikes	- One of the oldest motorcycle company in the world. - Transformed into a lifestyle company with smart brand promotion Royal Enfield Bullet 350 Twinspark, Royal Enfield Bullet 500 Twinspark, Royal Enfield Bullet Electra Twinspark, Royal Enfield Classic 350, Royal Enfield Classic 500, Royal Enfield Classic Chrome, Royal Enfield Classic Desert Storm, Royal Enfield Continental GT, Royal Enfield Thunderbird 350, Royal Enfield Thunderbird 500

13.	TVS Bikes	-South-based bike-maker TVS Motors has been holding decent ground in the market with its range of scooters and motorcycles. - Known for its quality of parts and good reliability. TVS Apache RTR 160, TVS Apache RTR 180, TVS Heavy Duty Super XL, TVS Jive, TVS Jupiter, TVS MAX4R, TVS Phoenix, TVS Scooty Pep Plus, TVS Scooty Streak, TVS Scooty Zest, TVS Star City Plus, TVS Star Sport, TVS Wego

14.	BMW Bikes	German bike-maker BMW Motorrad known for some of the most iconic motorcycles and innovation in two-wheeler technologies BMW 1200, BMW 1600, BMW K1300, BMW R nineT, BMW S1000 RR, BMW S1000R

15.	Harley Davidson Bikes	The most famous and popular name in the world of motorcycles, Harley-Davidson announced its entry into India in 2008

Harley Davidson Breakout, Harley Davidson CVO Limited, Harley Davidson Dyna, Harley Davidson FLH, Harley Davidson FLST, Harley Davidson FXD, Harley Davidson Street 750, Harley Davidson Street Glide Special, Harley Davidson VRSCDX, Harley Davidson XL1200, Harley Davidson XL883

16.	Honda Bikes	- Honda Motorcycle & Scooter. - Wholly owned subsidiary of Honda Motor Company, Japan

Honda Activa, Honda Activa 125, Honda Aviator, Honda CB Shine, Honda CB Trigger, Honda CB Twister, Honda CB Unicorn, Honda CB Unicorn 160, Honda CB1000R, Honda CBF Stunner, Honda CBR 1000RR, Honda CBR150R, Honda CBR250R, Honda CD 110 Dream, Honda Dio, Honda Dream Neo, Honda Dream Yuga, Honda Gold Wing GL 1800, Honda VFR, Honda VT 1300CX

17.	Kawasaki Bikes	- The big Japanese, Kawasaki. - A strong partnership with Bajaj Auto for decades. - Has finest motorcycles in the Country Kawasaki ER 6n, Kawasaki Ninja, Kawasaki Versys1000, Kawasaki Z250, Kawasaki Z800

18.	Moto Guzzi Bikes	-The oldest European motorcycle manufacturer in continuous production. - Least known of the Italian two-wheeler companies. Moto Guzzi Bellagio

19.	Suzuki Bikes	Japanese Multinational Motor making company founded in the year 1909.	Suzuki Access, Suzuki Bandit, Suzuki Gixxer, Suzuki GS150R, Suzuki GSX, Suzuki Hayabusa, Suzuki Hayate, Suzuki Inazuma, Suzuki Intruder, Suzuki Lets, Suzuki Slingshot Plus, Suzuki Swish, Suzuki V Strom

Fig 1.14  Distribution of motorcycles within Indian market domain

1.11  CHASSIS OF A CONVENTIONAL TWO-WHEELER Given in the figure 1.19 is a diagrammatic sketch of how well integrated a chassis unit of a motorbike. Comprising mainly of three primary divisions- Front wheel Assembly, Vehicle Body & Aft Wheel Assembly, the vehicle is well connected by triangular meshed connectors throughout its body. Diagram shows the distribution of space and mounting of parts that make up the vehicle.

Fig 1.15 Chassis, distribution & availability of space in a motorbike The motorcycle chassis consists of the frame, suspension, wheels and brakes. Frame Motorcycles have a frame made of steel, aluminum or an alloy. The frame consists mostly of hollow tubes and serves as a skeleton on which components like the gearbox, alternator, battery, carburetor & the engine are mounted. The frame also serves as a support for the suspension system, a collection of springs and shock absorbers that helps keep the wheels in contact with the road and cushions the rider from bumps and jolts. Wheels Motorcycle wheels are generally aluminum or steel rims with spokes, although some models introduced since the 1970s offer cast wheels. Cast wheels allow the bikes to use tubeless tires, which, unlike traditional pneumatic tires, don't have an inner tube to hold the compressed air. The front and rear wheels on a motorcycle each have a brake. The rider activates the front brake with a hand lever on the right grip, the rear brake with the right foot pedal. Drum brakes were common until the 1970s, but most motorcycles today rely on the superior performance of disc brake. A Motorcycle suspension frame System consists of a spring coupled to a viscous damping element, a piston, in a cylinder filled with oil.[12] The figure below (fig 1.20) describes the nexus between a vehicle’s chassis and its body. Chassis forms a foundation platform for mounting the vehicles’ body frames, components and other various auxiliary installments. Studying the chassis and its link with the body gives a detail insight of the available space within the vehicle for extra installations.

Fig 1.16 Transition phase of a motorbike’s chassis into its fully developed body 1.12  SPACE AVAILABILITY IN TWO WHEELERS Motor bikes manufactured within Indian or overseas market domains have a somewhat common approach towards the construction of the chassis, contouring the vehicle body, mounting, installing and erecting the auxiliary units needed for augmented vehicle performance. Given below a collection of diagrammatic sketches of the chassis of conventional motorbikes which describes the distribution and availability of space within the vehicle: Table 1.3  Variations of available space in two-wheelers

Chapter 2 DISSECTION & SOLUTION STRATEGY 2.1  PROBLEM  DEFINITION HHO Gas or Oxy-Hydrogen has evolved as an instrumental entity in providing better results regarding enhanced combustion, increased flame speed, long spark plug life, better emission characteristics (which includes all the carbonyl compound emissions, Nitrogen emissions, unburned hydrocarbons etc), cleaning the interior of the engine, making the environment green and friendly by emitting some amount of water vapor and so on and so forth. However, any technological breakthrough, not only requires extraordinary proof of working functionality and practical usage but also gets grounded by limitations or constraints. It is true in every technology that gets embodied and surely too, this one is no exception. Needless to say and shed light to all those limitations that HHO technology has, this report specially brings a couple of compromises that installation of HHO module does to specially two wheel drive vehicles. HHO technology meant for installing in road vehicles comes with a generator module which involves various equipments like water reservoir tank, bubbler, PWM, relay, batteries, hoses, wires, filter, flashback arrestor etc. All of these sub-systems shapes up an unit which needs some considerable amount of space for installation. Installing the unit in four wheel vehicle is not an issue as plenty of space is available beneath the chassis frame and inside the vehicle body but the same is not true for two wheelers. It can easily noticed from the diagram below that a two wheeler (like a bike, scooter, moped) doesn’t seem to have enough space available for attaching any auxiliary unit intended for the purpose of improved vehicle performance. Fig 2.1 Constraints in installing the HHO module in the vehicle

The most common location considered to mount the HHO assembly within the vehicle is the area within the engine assembly where it gets tried to squeeze in with some tight space constraints. The HHO module either gets completely grounded within the volume of space available beneath the seating area, near the engine block or it gets suspended within that same volume making the module openly visible nullifying the aesthetic profile of the vehicle. The vehicle doesn’t look the way it was originally bought. This may seem to be a bit silly for a reason which can be tagged as a limitation but “aesthetics” is an influential parameter of any product and compromising it will always be a limitation.

2.1.1 AVAILABILITY OF SPACE: COMPARATIVE ANALYSIS WITH FOUR WHEELERS Comparison of the availability of space factor of a motorbike with a four wheel drive indicates that substantially larger space available for extra auxiliary unit attachment. The chassis beneath and the vehicle body offers abundance of volume and clearance for mounting the HHO module without compromising the errors that a two-wheel drive vehicle entails. Fig 2.2 Bottom view of a four-wheeler; Showcasing wider space options Fig 2.3 Schematics of the top view of a four-wheel drive

2.1.2 ERRORS AND COMPROMISES IN MOUNTING A HHO MODULE Table 2.1  HHO module seating area location strategy:

1] As the HHO module is installed too close to the high temperature area of the engine assembly it may so happen that under too much heat the module became prone to sudden catastrophic thermal rapture. Design:Not recommended. 2] Attaching the auxiliary unit to the vehicle for enhanced performance is compromising the originality and look ; reduced design form factor. Design:Not recommended.

3] Given in the diagram is a solid dry fuel HHO fuel cell being mounted within engine assembly, suspending it in open air. An extension of how HHO module’s installation may decrease the design profile of the vehicle. Design: Not recommended

4]Not recommended, as the proximity factor of the module to the engine assembly restricts the reliability factor. Design: Not recommended

6] Horizontal installation of the HHO module is not preferred as it reduces the efficiency of the module itself Design:Not recommended

7] This design for installation tries to use space given for other utility purposes; which gets nullified due to the HHO module and related electrical wirings. Design: Not recommended.

8] This design approach focuses on open visibility installation so much that it is increases the surface area of the entire vehicle. To add to it, if in case of sudden vehicle accidents, the HHO module may tend to explode 9]Open access installation of the module within the steering mesh area Design: Can be preferred

10]Beneath seating area installation ensure that the HHO module is hidden from outside visibility and is saved from aesthetic compromise. Design: Can be preferred 2.1.3 EASE OF INSTALLATION: COMPARATIVE ANALYSIS WITH FOUR WHEELERS Table 2.2  Space availability in four wheel vehicles 1] The aft utility chamber entails substantially large volume factor for mounting of extra auxiliary units needed for improved vehicle performance. But difficulties related to transportation of the generated gas to the engine 2] Installation of the HHO module in the forward part of the vehicle provides ample space with the ease of transporting the produced gas to the air intake manifold makes design scheme very versatile. 2.2  FACTOR OF VEHICLE DESIGN & AESTHETICS Recent trends in motorbike designing dictates a very high standard of design and aesthetic profile. With progressive and radical changes, today’s two wheelers have come a long way in traversing this innovative path of vehicle functionality, working, designing and aesthetics. Earlier motorbikes were simply cycles installed with a motor engine running on gasoline. They were open, thin and had only few metallic frames connected to one another to form the body of the vehicle. Not much focus was made towards the way a vehicle would appear to people. With time, the body of the vehicle began to grow with increased chassis frames, bigger vehicle components, vehicle’s auxiliary units and other useful attachments. Today’s designing is all about driver ergonomics, improved interface, aesthetics and visual appearance. In general, motorcycle design has yielded steady safety improvements. The motorcycles of today are better in virtually every significant safety area than those of just two three decades ago. Current motorcycles have better brakes, greater stability, more responsive steering, more effective controls, improved ergonomics for better control and reduced fatigue, and improved reliability in all systems than those of even a decade ago. As with other vehicles, fashion is a significant factor in motorcycle design. However, there may be some safety consequences that are not desirable. Safety should not be sacrificed for the sake of fashion. The evolution and specialization of street motorcycles to meet specific requirements of the market have created some design features that raise safety issues and suggest further research. Studies of earlier types of machines have shown that fuel tanks that rise abruptly from the saddle immediately in front of the rider contribute to severe pelvic injuries in frontal impacts (Ouellet, 1981). Most current sports bike tanks have a similar style and are likely to present a similar injury mechanism. Some cruiser and touring motorcycles place components, such as instruments and controls, atop the fuel tank. These designs may increase uro-genital injuries during crashes.Motorcyclists complain that windshields that extend through a rider’s line of sight impede vision under certain conditions, including rain and night time. The need for improved vehicle designing is related to the overall functionality of the vehicle itself. Factors like weight reduction and minimum sub-assemblies promote a key reason to improved design of the vehicle. Smaller the system components better the ease with which it can contribute towards reduced weight. Lower the weight factor better the vehicle stability and driver handling. The concept of cuts and contour of a vehicle body have a reasonable effect on the amount of space in terms of volume it will occupy. Lower this value, lesser the space it’ll occupy while it is being used on road. Improved and innovative designing includes how all the sub components of the vehicle are connected to one another promoting every aspect of vehicle functionality, cause and still scores very high on design profile, driver handling, easy interface and visual appearance. Most importantly, innovative design strategic plans should be implemented on the safety aspects of a vehicle without compromising the design and its visual look. Vehicle designing is often misunderstood with vehicle engineering. Vehicle designing or aesthetic designing is about concentrating on the look, appeal, touch, emotional drive and fashioned driver-machine interface. A designer approaches the task of designing a new concept thinking and considering the emotional self-centered requirements and cultural wants of the people using it. Whereas, an engineer has more of rational thoughts about the cause and effect of each of the sub-components and attachments that makes up the vehicle. Attaching any auxiliary models or modules to the vehicle reduces the aesthetics appeal that the vehicle creates, especially in today’s motorbikes which are governed by innovative user centered designing entailing the ability of both cause functionality and visual appearance. It sets off the vehicle design criteria off the grid and generates an odd perspective which was never in the first case design stage. So innovative solution strategy should be carefully studied, analyzed and manipulated to bring out ideas which can mould both the extra installation criteria and design profile simultaneously without needing to impart compromises. Fig 2.4   Strategic plans for vehicle designing

The table below showcases a point of view of how the approach of installing any auxiliary unit may compromise the visual appearance of the vehicles. Table 2.3 Representation of aesthetics of a motorbike

2.3  OBJECTIVE AND SOLUTION EMBODIMENT: To solve this problem of poor installation plan, an idea has been tried to get embodied by focusing on the vehicles fuel tank. A vehicles fuel tank is meant to store gasoline or diesel as a fuel. But it can be looked at it from the perspective of “space availability” for installing the HHO kit. Fig 2.5 Solution strategy applied to mount the generator inside the tank Fig 2.6  Proposed solution of installing the gen-module inside the tank The fuel tank can be used as a generator positioning device. One part of the tank can be used to store conventional fuel like petrol, diesel etc and a quantified amount of space form the second part (to be specially fabricated) for installing the generator kit. This may seem to be paradoxical but surely a radical approach. One can cut the vehicle’s fuel tank into two halves, prepare or fabricate the HHO unit as small as possible and insert it into one of the halves. Later to devoid it from shock, road vibration, mis-location etc one can fix it with plastic seal and mold attachment. The importance of the plastic mold is that it allows the tank to get devoid of any chemical reaction with the stored fuel, arresting shocks, vibrations and other road bumps. The two halves can be rejoined into one by welding and the whole module can be tested for improved fuel consumption and emission characteristics. In this way, two of the above mentioned constraints can be tried out for a definite solution. Thus the objective of this project work is to fabricate an already existing fuel tank( A two wheeler: Bike Honda Unicorn) in such a way that the oxy-hydrogen generator can be installed in it, completely invisible from outside and devoid of any road shocks, vibrations and aesthetic nullification. It is to be noted that the oxy-hydrogen generator will be self fabricated in such a way that its volumetric construction resorts to a minimum value as much as possible to save volume which will be occupied by conventional gasoline fuel. Fig 2.7 Top & Bottom view perspective of the proposed tank model Fig 2.8 A Top view perspective of the HHO installation

The plan is to mount the HHO module in the top left corner of the tank. This decision of installing it in the front part of the tank comes with a motive of providing ease of accessibility to the water inlet port for the driver, thereby applying the rules of friendly driver interface and improved design ergonomics. However, the tank with a known fuel capacity factor gets compromised with reduction of available volume as some quantifiable amount of space occupied by the generator module gets displaced. But this reduction gets balanced by the improved fuel consumption i.e. SFC phenomenon of HHO gas as it is believed to be a potent source of providing enhanced combustion waveform during the fuel burn inside the engine, reducing the amount of fuel needed to produce the threshold thermal power to drive the piston. Greater thermal power induces more energy surge needed to move the piston with greater frequency and force. This enables the whole chain of reaction to augment itself throughout the course of engine run. Fig 2.9   Diagram showing front view perspective of the tank

Fig 2.10 Diagram showing orthographic view perspective

Fig 2.11 Three dimensional outline of the tank & generator

Chapter 3 MODEL DEVELOPMENT

3.1  APPLIED METHODOLOGY The step by step methodology carried out to design, fabricate and install the HHO generator unit inside the fuel tank is given below. The methodology involves a seven step process starting from buying the fuel tank, designing, conducting iterations, fabricating, conducting test experiments and concluding with final testing, inspection and results discussions. The iterative steps considered to reach the project objectives were taken as minimum as possible to meet time constraints and incorporating simplicity. In this chapter each of the processes are explained in details to crystal out a clear understanding of the approach, idea, vision, direction and decisions taken to complete each of the required steps to accomplish this project.

. 3.2   ACQUIRING THE FUEL TANK The test fuel tank used for this project is a HONDA CB unicorn bike’s fuel tank with a fuel capacity value of 13L and 1.3L of reserve capacity. With an exterior color of black, this tank was bought for INR 800 from bikes spare parts shop, Pudupet Chennai. Table 3.1 Diagrammatic details of the fuel tank An original snapshot of the acquired tank Schematics of the tank

3.3  CUTTING THE FUEL TANK INTO TWO HALVES: The objective is to install a self fabricated HHO generator inside the fuel tank for which it was required to cut it into two halves. One part was used completely to store fuel and a quantified amount of space within the second part for installing the generator unit. The tools used for cutting the tank were: a] Bosch Angle Grinding Machine b] Dremel Tool kit 3.3.1  BOSCH ANGLE GRINDING MACHINE The Bosch angle grinding machine was specifically used for cutting the tank into two halves for which it consumed around seven man-hours to complete the cut. The detailed specifications of the machine are given below:

3.3.1.1 Special Features: -Vibration control auxiliary unit .                                             -Reliable and extremely high performance motors suitable       for cutting and roughing. -Toughest metal working applications -Robust, sturdy construction and ergonomic design 3.3.1.2 Detailed Specifications:

Type: GWS-6-100 Mini Angle Grinder Part No: 0601375060 Grinding Disc Diameter: 100 mm Power Input: 670 W Spindle Thread: M10 Weight: 1.4 Kg   Fig 3.1  Left: Bosch Angle Grinding Machine               Right: Grinding Disc

3.3.2  DREMEL TOOL KIT The Dremel tool kit’s buffing machine was specially used for tracing the circular path of the fuel tank’s fuel inlet port. This was done with the help of a Dremel tool kit because it offers precise cutting path for intricate shapes and profile which was not possible with a grinding cutter due to its larger cutting disc. Cutting the fuel inlet port with Dremel’s buffing tool consumed in and around 2 man-hours. Description of the Dremel tool is given below: 3.3.2.1 About: Dremel 4000 variable speed rotary tool is a high performance and versatile tool kit with powerful motor strength and electronic feedback circuitry for performing high strength metal working operations.

3.3.2.2  Special Features: - Variable speed providing maximum control and precision Quick collet lock for fast accessory changes Separate on/off switch and speed control dial for perfect speed operation. - Cool running ball bearing construction. - Smooth and quiet operation. 3.3.2.3    Further Details: - 4000 high performance rotary tool. -678-01 circle cutter -150 Drill bits -EZ511 Abrasive Buffs, 180 and 280 grit size -EZ512 Abrasive Buffs -Sanding Wheel -Polishing and Finishing wheel. Dremel 4000 Machine Fig 3.2 Dremel Tools and accessories 3.4  DESIGNING AND FABRICATING THE HHO GENERATOR 3.4.1 STACK DEVELOPMENT Stack development is a detailed experimentation performed to position the electrodes wrt each other so as to extract the maximum gas production out of them. For the proposed model, SS electrode plates were used. Considering the reactor’s available space, the size of the electrodes were chosen as follows: Dimensional Analysis: -Length of each electrodes- 9 cm - Breath of each electrode- 3 cm   - Total Surface Area- 9*3= 27 cm sq  - Orientational Shape- Rectangle Number of electrodes to consider: - Number of positive electrodes = Four [Two on the left and two on right] - Number of negative electrodes = Four [Both connected to each other] - Number of neutral plates = 4 [Two each in between positive and negative  plates] - Number of rubber gaskets= six Fig 3.3 Stack dimensioning, development and designing

Space to consider between each of the electrodes = 0.5 cm Total free space available between each of the electrodes = 0.5*3+0.5*3+ 0.5 = 3.5 cm Total length of the electrode unit = 3.5 + thickness of each of the plates = 3.5 + 0.2*7                                                          = 5 cm Breath of the unit = 3 cm     Total area of the electrode unit = 5*3 = 15 cm sq    Volume of the electrode stack = 15*9= 135 cubic cm     Volume of the total space available in the reactor = πr^(2 ) h Where r = radius of the reactor and h= Height of the reactor = 3.14*9*15                                                                                             = 424 cubic cm Free space available for storing water = 424 -135 = 290 cubic cm = 290 milliliters.

Easily a total volume of more than 195 ml of water electrolyte mixture can be added to the generator for HHO gas production. [Note: It’s a key finding from many research works that 1liter of water can produce about 1860 liters of HHO gas during its operation of 3000 kilometers without needing to replace the water for unwanted slag formation.] Thus, if one liter of distilled water can produce 1860 liters of HHO than 0.195 liters of injected water can produce about 362.7 liters of HHO under this proposed model of Honda CB bike, thereby enabling the vehicle to use the HHO generator for at least 585 Kilometers. 3.4.2  PROPOSED DESIGN OF THE GENERATOR Aqua guard purifier plastic can with built in outlet and inlet port was taken as a test component for making the generator. The can was not originally in a state which can be directly used for the purpose of making the generator. It had only one opening for fluid to come in and go but for construction wise minimum three openings were required.One for depositing water into the can, second for taking out the formed HHO gas and third for installing a pressure relief valve for maintaining even balance of water and gas inside the tank. Using Bosch drilling machine of suitable drill bits two extra holes were made. The cap of the can was tightly snap fitted and glue to its base with the help of a hot glue gun along with m-seal. This was done in order to ensure the prolong reliability and durability of the can devoid of any fluidic leakage in and out of it, as it would be permanently fitted to the base of the fuel tank without having any quick provision of taking it out for repair. Fig 3.4  Diagrammatic sketch of the proposed design of the generator Fig 3.5 Pro Engineer Software generated design of the HHO reactor

3.4.2.1 Approximate calculation of the volume of the generator: Total volume occupied by the generator = [Volume occupied by generator reactor] + [Volume occupied by the bubbler tank] [Volume occupied by the generator reactor}= Volume occupied by the cylindrical  component 2 Where, R is radius of the generator reactor, H is height of the reactor and pi=3.141 = 3.14*(3)^2*18 cubic cm                                                     =509 cubic cm Volume occupied by the generator reactor = 509 cubic cm [Volume occupied by the Bubbler tank] = Volume occupied by the cylindrical component 2 Volume occupied by the cylindrical component 2 = πr^2 h Where, r is radius of the bubbler tank and h is height of the bubbler = 3.14*(2)^2*13.4 cubic cm                                                                             = 168 cubic cm Total Volume occupied by the generator =(509 + 168) cubic cm = 677≈ 680 cubic cm. 3.4.3   REDUCED TANK VOLUME An important aspect of the idea of installing the generator inside the tank is that its original volume never remains the same. Some amount of it which was found to be as 680 cm cube or liters gets displaced. 80% of the bike users never store full capacity of fuel inside the tank which in this case is around 14.3 liters. The whole of the tank’s stored volume is never utilized for fuel storage. So even if some quantifiable amount of space is getting displaced by the generator it should not hamper its intended function of providing the required amount of fuel to the engine. But in case there is a demand for complete utilization of the tank’s capacity, then there might be a compromising situation of reduced volume as there occurs a reduction of approximately 680 liters of volume from its original 14000 liters. But this compromise gets balanced by the HHO gas’s potent powerful and combustible nature of providing enhanced combustion and fuel burn during the engine run thereby reducing the specific fuel consumption value for the same performance of the engine and consequently the vehicle itself. Fig 3.6 Connections of the reactor to the bubbler Volume of the pneumatic nipples, polyurethane cables and pipes were too small compared to the volume of the generator module hence it was best decided to neglect them.

3.4.3.1 Use of Polyurethane Tubes: Polyurethane tubes of size 6 mm outer diameter and 4 mm inner diameter with suitable selection of length depending on requirement were used to transport fluids in and out of the tank. They were connected to the reactor, bubbler and to various other auxiliary devices with the help of low cost pneumatic nipples. Fig 3.7  Left: Pneumatic nipples & Right: Polyurethane tubes 3.4.4  CHOOSING THE RIGHT ELECTROLYTE Electrolysis efficiency greatly depends on the selection of proper electrolyte which acts as a medium for transferring the electric charge required to decompose water into its electrochemical agents. If a water-soluble electrolyte is added, the conductivity of the water rises considerably. The electrolyte disassociates into cations and anions; the anions rush towards the anode and neutralize the buildup of positively charged H+ there; similarly, the cations rush towards the cathode and neutralize the buildup of negatively charged OH− there. This allows the continued flow of electricity. Care must be taken in choosing an electrolyte, since an anion from the electrolyte is in competition with the hydroxide ions to give up an electron. An electrolyte anion with less standard electrode potential than hydroxide will be oxidized instead of the hydroxide, and no oxygen gas will be produced. A cation with a greater standard electrode potential than a hydrogen ion will be reduced in its stead, and no hydrogen gas will be produced. Strong acids such as sulfuric acid (H2SO4), and strong bases such as potassium hydroxide (KOH), and sodium hydroxide (NaOH) are frequently used as electrolytes due to their strong conducting abilities. Considering factors such as cost effectiveness and availability, this project considered aqueous NaOH as its primary electrolytic medium which yielded convincing results regarding conductivity and gas production.

3.5  INSTALLING THE GENERATOR INSIDE THE TANK Composites are materials made up of individual components whose combined physical strength exceeds the properties of either of them individually. In the case of composite laminates, there two basic elements involved: fibrous reinforcement, like fiberglass, and resin. These two elements are not meant to be used exclusively—they are meant to be combined. In doing so, they bond mechanically and chemically to form a hard, laminate part that cannot be reformed. Mounting and erecting the generator module inside the tank was the most important part of this attempt for making closed space installation of HHO generator practically feasible. Various factors such as protection from the stored fuel, anti-vibrational tactics, properly arresting it from road shocks, humps etc had to be looked on to before making the final decision of installing it inside the tank. Only if these factors can be torn down with definite and concrete solution, the idea of closed space installation will be feasible enough to be attempted practically. But it turned out that with FRP molding all the above said factors can be practically eliminated with best convincing results attached to the idea of rigidly grounding the generator module within the tank. The process of FRP molding entails applying a thick paste of mixture containing the following chemical entities : Chopped strand Mat: Chopped strand mat (or CSM as it is often known) is the most widely used of all composite reinforcement materials. Short strands of glass are randomly scattered and bound to create a mat which can then be wetted out with resin and used as a general purpose reinforcement for traditional fiberglass (GRP/FRP) moulds or parts. Due to its comparatively low performance compared with alternative reinforcements (woven glass fabric, carbon fiber, Kevlar etc.) chopped strand mat is certainly not at forefront of advanced composites but there are still applications where it is used in parts and it is still used extensively in the production of patterns and moulds for more advanced composites. 3.5.1 FIBER MAT AND ITS SPECIAL PROPERTIES: Very good mechanical and physical properties. Chemical stability Excellent process performance. Excellent strand integrity. No fiber sticking out at the surface of the end products Good wet ability. Ability to form homogeneous mixture without much process resistance. Chemical Oxidizer: Oxidizing chemicals are materials that promote combustion or spontaneously evolve oxygen at room temperature or with slight heating. This class of chemicals includes peroxides, chlorates, perchlorates, nitrates, and permanganates. Strong oxidizers are capable of forming explosive mixtures when mixed with combustible, organic or easily oxidized materials. Chemical catalyst: A chemical reaction involves a chemical change, which happens when two or more particles (which can be molecules, atoms or ions) interact. When chemicals react, particles need to collide with each with enough energy for a reaction to take place. The more often they collide, the more likely they are to react. Not all collisions result in reactions – often there is not enough energy for this to happen. Some reactions happen faster than others whereas some progresses very slowly. This is where a catalyst acts as a reaction-rate increasing source. They increase the rate of reaction, are not consumed by the reaction and are only needed in very small amounts. When catalyst is applied to the mixture of FRP mold, it tries to increase the rate at which strand mats reacts with the induced calcium sulphate particles thereby forming a strong, hardened and resistant free layer of plastic mold. This tough mixture formed acts as the following for the generator module: Acts as a protective sheath of layer for covering the generator body from the neighboring fuel (gasoline or diesel). Restricts the vibrational degrees of freedom for the generator module. Avoids unintended movements or misallocations of the generator body from road shocks, jerks or bumps. Provides great reliability factor from sudden detachments due unexpected road accidents. 3.5.2 FIBERGLASS SURFACE TISSUING: AN IMPORTANT FACTOR TO  CONSIDER The Processing technology of the glass fiber surfacing tissue determines the characteristics of the leveled surface, even fiber distribution, the hardened feel, the good air permeability, and the quick speed of resin soaking.etc. When the surfacing tissue is applied to the FRP, its good air permeability can make the resin to be permeated quickly, throughout elimination of the appearances of the bubbles and the white stains, increasing the degree of finish and the anti-permeability of its surfaces, at the same time, improving the layer's shearing strength and the surface's tenacity, in order to cause the product's corrosion and temperature resistivities to be raised to some extent.

Fig 3.8  Covering the gen-module with FRP mold

3.6  COMBINING THE TWO HALVES INTO ONE The fuel tank was being cut into two halves for mounting the generator module inside ;a Bosch angle grinding machine was used for the same. The tank was supposed to be used as one complete module and it gas to be re-attached to the body of the vehicle as it was originally placed. For recombining the two cut parts into one, welding was chosen as the only option adhering to norms of safety and reliability of the vehicle. The primary welding techniques that exist for metal joining purposes, namely Gas Welding, Electric Arc Welding, TIG, MIG etc For this project, Oxy-acetylene gas welding was chosen to be the best option, reasons which are listed below: Oxyacetylene gas welding is commonly used to permanently join mild steel. A mixture of oxygen and acetylene, burns as an intense/focused flame, at approximately 3,500 degrees centigrade. When the flame comes in contact with steel, it melts the surface forming a molten pool, allowing welding to take place. It's easy to learn and use. The equipment is cheaper than most other types of welding rigs (eg TIG welding) Oxy-acetylene can be used on sites which have no power supply (very important). The equipment is more portable than most other types of welding rigs(eg TIG welding) Oxy-acetylene equipment can also be used to "flame-cut" large pieces of material. It can weld intricate shapes due to its simple approach. It is believed to produce high quality welds, whose durability is quite prolong. 3.7   HHO CONNECTION TO THE ENGINE The HHO outlet hose was connected to the engine air filter inlet with the help of a pneumatic nipple. Two wires protrude out of the generator, one positive and the second negative. These two wires are the input connection to the PWM. The PWM has three outputs namely, red colored positive wire to the battery, yellow colored wire to the vehicle alternator and black colored negative wire to the chassis ground. The diagrammatic connection scheme is shown below: Fig 3.9  HHO-engine connection scheme Chapter 4 RESULTS ANALYSIS

4.1  VARIOUS STAGES OF RESULTS OBTAINED This project was about an attempt to discover the possibilities of making the installation of HHO generator module to be aesthetically safe and hidden from open visibility. Various underlying previous installations revealed that while trying to mount the HHO unit in the vehicle, it gets openly tampered with the vehicle’s design profile and shortage of auxiliary space. The objective was to design and fabricate a HHO generator based on the principle of alkaline water electrolysis, mount it within the body of the tank without much volume displacement and testing the whole unit for improved vehicle performance. This had to be done without inducing any technical hindrance for the entire functionality of the vehicle. Table 4.1 Stages of obtained results

4.1.1  CUTTING THE TANK INTO TWO HALVES According to the strategic plan developed for this project, the HHO module had to be placed inside the fuel tank. This needed the tank to be cut into two halves for carefully analyzing the availability of space inside it and make several iterations for finding out the correct spot for mounting the generator. Bosch angle grinding machine and precision Dremel’s tool kit were used for the purpose. After opening up the tank it was found out that the tank’s lower contour was pretty uneven and rough with several numbers of dents which restricted the even positioning and mounting of the generator’s base. For this purpose the generator’s base was attached with specially fabricated moulds to shape according to the uneven surface distribution. This allowed the generator to position itself evenly without much chances of unintended movements and dislocations.

Fig 4.1 Cut portions of the tank 4.1.2    MAKING THE DRILLED HOLES Three holes protrude out of the generator cap. One for water inlet into the generator, second for letting the gas out of it and the third for mounting the pressure relief valve. The first two holes converge onto the same hole drilled upon the tank surface. The water inlet port makes up a solid entry made up of plastic with a removable threaded cap whereas the gas outlet is a polyurethane (6*4) mm tube to be connected to the air filter inlet.

Fig 4.2  Construction of the input/output system of the generator

Fig 4.3  Drilled hole for fluidic input/output arrangement

4.1.3   PLACING THE GEN-MODULE INSIDE THE TANK After designing (ref chapter 3) and fabricating the generator, choosing a suitable location within the tank, it had to be rigidly (devoid of any unwanted movements and displacements) mounted and covered with hardened layer of FRP mould around the entire surface area of its body. Top left corner of the tank was chosen as the position for mounting the generator. This decision came up with an idea of immediate driver interface and improved vehicle ergonomics regarding its connection scheme to the engine assembly. It was found out after several iterations that the chosen spot provided the shortest path for connecting the gas output hose to the engine air filter. Also, any mid-way position for placing the generator body within the tank reduces the effective utilization of clearance volume needed for storing fuel and minimizing the chances of fuel-FRP layer contact to lowest possible factor. Installation strategic plan was to design the generator as small as possible without affecting the electrode dimensions and performance of the generator to produce the required amount of HHO gas. So, the positioning and orientation of the generator was done in a way that it consumed minimum possible volume from the available capacity of the tank. This ensured that the tank’s capacity for storing fuel did not get offset from its original value with a large factor. The plan was to mount the generator inside the tank without creating any unforced technical hindrance to functioning of other components within the vicinity of the tank.

Fig 4.4  Installation of the generator inside the fuel tank

Fig 4.5 Original snapshots of the installed generator inside the tank

4.1.4   APPLICATION OF FRP MOLDING The purpose of FRP molding layered over the generator body is to restrict the various unintended movements and displacements, protecting it from the neighboring stored fuel and creating a rigid base for the generator within the tank. The mold applied is a mixture of fiberglass chopped resins, catalyst, oxidizer and calcium sulphate powder formed into a homogeneous paste which was carefully and intricately applied over the generator’s body. An hour or so was taken for it to completely transform into a super hardened skin over the surface of the body. A special property of this applied FRP fiberglass mold is that, it has very good soaking ability and resistance against corrosion coupled with chemical decomposition.

Fig 4.6 Detailed fabric of FRP mat Fig 4.7 Development of applied FRP mold upon the generator body

Table 4.2  Stages of FRP mold development

4.1.5   GAS WELDING THE TANK INTO ONE UNIT The two cut portions of the tank were finally combined into one unit using conventional oxy-acetylene gas welding. Gas welding was so chosen due to its simple and reliable technique without needing any external power source. Fig 4.8  Gas welding the two cut portions of the tank into one

4.2 PERFROMANCE ANALYSIS: CHECKING IMPROVED VEHICLE MILEAGE The practical feasibility of this installed HHO module inside the fuel tank can be checked by the effect that it is having on the vehicle fuel consumption and engine efficiency. This can be done by real time vehicle odometer analysis which checks the amount of distance travelled with given amount of fuel used. The whole unit (tank and the installed generator) was taken for an on-road odometer test trial. The objective was to test the mileage efficiency that the installed generator could provide for the vehicle. The generator’s HHO outlet tube was connected to the engine’s air filter inlet and the necessary electrical connections were made. Important among them was the connection of the PWM used to vary and monitor the gas flow rate accordingly. Vehicle’s 12 volt battery was used to power the generator. Critical study indicated that around 1.2 volts of electrical input is required to split water into hydroxygen mixture. Approximate amps given to the reactor was about 4 A. After powering on the unit it was found that for every 65 ml of water contained within the reactor, approximately 0.92 L of hydroxygen (HHO) gas was produced. It was made sure with the help of the pulse dozer that no HHO gas should be produced below speed 1500 rpm as it blocks the intake manifold of the engine due to its over-availability. Only at speeds above 1500 to 1600 rpm the pulsed modem with its 555 timer mosfet arrangement allows current from the battery to the generator. The combined unit was taken for a real time odometer testing under two cases: a) Test without injected HHO and b) Test with injected HHO.

Fig 4.9   Making final connections before on-road odometer test

Table 4.3   Results obtained without injected HHO

SL.NO	AMOUNT OF FUEL USED in ml	SPEED in km/hr	ODOMETER READING	DISTANCE COVERED in km			Initial to final In km 1.	    50	 0-60	    0  to  2.1	     2.1 2.	   100	 0-60	    2.1  to  6.3	     4.2 3.	   150	 0-60	   6.3  to  12.1	     5.8 4.	   200	 0-60	12.1  to  20.3	     8.2 5.	   250	 0-60	20.3  to  30.6	    10.3 6.	   300	 0-60	30.6  to  42.3	    11.7

Table 4.4 Results obtained with injected HHO

SL.NO	AMOUNT OF FUEL      +HHO USED in ml	SPEED In km/hr	ODOMETER READING Initial to final in km	DISTANCE COVERED in km    1.	     50	  0-60	  0  to 3.2	     3.2 2.	   100	  0-60	  3.2  to 8.8	     5.6 3.	   150	  0-60	  8.8  to 16.01	     7.21 4.	    200	  0-60	16.01to 26.13	     10.12 5.	    250	  0-60	26.13 to 38.73	     12.6 6.	    300	  0-60	38.73 to 51.93	     13.2

From the above list of tables it was calculated that without injected HHO test gave an average covered distance of 7.05 Km considering all the five readings and the second trial of injected HHO test gave an average reading of 8.655 Km.	Without injected HHO, Average= 7.05 Km	With injected HHO, Average = 8.655 Km

Efficiency (%) = ((8.655-7.05)/8.655*100                                                          = 18.544%

Fig 4.10  Comparison analysis of HHO injection 4.2.1   REASONS FOR IMPROVED VEHICLE PERFROMANCE It was found from the performed real time test that the injection of HHO increased the vehicle’s ability to cover a comparatively longer distance with the same volume of fuel used. The vehicle’s miles per gallon factor increased considerably. This happened due to the ability of hydroxygen gas to provide enhanced combustion for the same fuel used. It is this potent gas’s incredible nature of combustion which utilizes almost all of the carbon molecules in the fuel’s chemical structure for clean burning, creating an augmented surge of waveform affecting the thermal efficiency of the engine. With improved thermal efficiency, the engine torque and consequently brake power cascades with an increment. Thus the whole functionality of the engine improves. Improved engine functionality ups the engine’s ability to cover a comparatively larger distance than before. To add to this, the tail pipe emissions also follow a drastic reduction due to improved and complete burning of the fuel than before. This owes to the reason that, hydroxygen gas is composed of 55 moles of hydrogen and 22 moles of oxygen. Hydrogen molecules volumetric size is smaller than the carbon macromolecules of the fuel. Abundance of H2 content and its smaller size creates better burn which affects the combustion of the entire injected fuel flow into the engine. Clean combustion considerably reduces the unburned hydrocarbons in the fuel, disallows the deposition of carbon footprint on the engine walls and restricts the formation the noxious carbonyl compounds. Lastly, the combustion of HHO generates water vapor which due to extreme engine temperature gets converted into water which cools the engine walls and leaves a small trail of it in the vehicle’s tail pipe. Thus, the vehicle emits some amount of water from its exhaust pipe which can contribute towards making the environment green, pollution free and stable climate balance.

Chapter 5 AFTERMATH

5.1  SUMMARY This project entitled “Embodiment of an efficient Brown’s gas compound fuel tank” is about an attempt to explore the feasibility of the Brown’s gas HHO generator intended to be considered as auxiliary equipment for vehicles particularly two-wheelers. The technique involves on-board production of Brown’s gas also called as HHO or Hydroxygen gas by virtue of alkaline water electrolysis using suitable combination of electrode materials and electrolyte. When properly installed, it has the standard (yet skeptical) reputation of improving the levels of vehicle performance and emission diagnostics. This happens due to the potent nature of HHO gas’s combustible and implosive ability which augments the fuel burn and thermal efficiency of the engine consequently enhancing the overall functionality. Trends and development of this device in the automotive sector dictates that it can be easily mounted in the body of a four wheeler due to substantially large space availability and ease of installation due to it but technical hindrance occurs in case of two wheelers due to comparatively lesser available space and nullification of the aesthetics of the vehicle as it involves open installation procedure. The body of a two wheeler is considerably smaller than a four wheeler. It involves very minimum surface area for installing any auxiliary equipment intended for improved for vehicle functionality. A two wheeler is used primarily for two reasons, first light & short distance travel which is convincingly affordable compared to four wheelers (specially in developing countries) and second, for pleasurable, cultural & social needs( in developed countries). In countries like China, India & Japan, there exist enormous utilization of these two wheelers (mentioned in figure 1.13). So, there exist an urge to dissect the needs, advantages and scope of improved performance of it. This project entails the installation of a HHO generator module in a two wheel motorbike (HONDA UNICORN). But unlike common open installation approaches, it attempts to mount the generator within the vehicle’s body in a way that it does not compromises its aesthetic profile and lays out innovative solution strategy for closed space installation devoid of space constraints. A HHO generator was designed and fabricated to be made available for installation. The motorbike’s fuel tank was cut into two halves and the generator was placed inside it with FRP molding. The tank was then joined together with the help gas welding and the completed module was taken for an on-road odometer test for improved fuel utilization and mileage. Results dictated that, by injecting 0.92 L per minute of HHO, the fuel efficiency was increased by 18.544%.

5.2 CONCLUSION The objective of this project was to design, fabricate a HHO generator and to mount it within the body of a two-wheeler without compromising its design profile and devoid of any space constraints. With these hindrances the approach was to install the generator module within the vehicle’s fuel tank. This was due to the fact that most bike users do not completely fill the tank with fuel. Considerable space is available within its vicinity which remains completely un-utilized. This very space can be carefully used for purposes for improved vehicle performance. So an innovative solution strategy was applied to mount an auxiliary unit like the HHO generator inside the tank. Brief conclusions are given below: The generator module was successfully designed with three dimensional software Wildfire Pro/E and was fabricated utilizing an aqua-guard body and considering it as a base for mounting other devices needed to mold the generator for its intended purpose of generating HHO gas. The tank was successfully cut into two parts with Bosch Cutting machines, the fabricated generator was mounted in the forward left corner of the tank and was rigidly erected with the help of FRP molding to arrest any un-needed movements and displacements. With oxy-acetylene gas welding, the tank was joined into one unit, required electrical connections were made and the its was taken for a real time on-road odometer test to check the efficiency of fuel consumption and mileage. A convincing 18.544 % improvement was found regarding fuel consumption and vehicle mileage.

REFERENCES

1)Andrea T.D, Henshaw P.F, Ting D.S.K, (2004). “The addition of hydrogen to a gasoline-fueled SI engine”, International Journal of Hydrogen Energy, Vol:29, Pages:1541-1552. 2)Bari.S (2010).“Effect of H2/O2 addition in increasing the thermal efficiency of a diesel engine as addition on performance and exhaust emissions in compression ignition engines”. Elsevier, International Journal of Hydrogen Energy. Vol:89 Pages:378-383. 3)Bin Yahya. MohdKhairudin(2007) Faculty of Mechanical Engineering University Malaysia Pahang November 4)Cassidy John F (1977) “Emission and total energy consumption of multi-cylinder piston engine running on gasoline and hydrogen-gasoline mixture”. National Aeronautics & Space Administration (NASA) Washington D.C May 5)Hsin-Kai Wang (2013) “Emission Reductions of Carbonyl Compounds in a Heavy-Duty Diesel Engine Supplemented with H2/O2 Fuel”. Aerosol and Air Quality Research, Vol:13, Pages:1790–1795,Taiwan Association for Aerosol Research. 6)Heffel JW. NOx emission and performance data fora hydrogen fueled internal combustion engine at 1500 rpm using exhaust gas recirculation. Int J Hydrogen Energy 2003;28:901-908 7)KERSYS Arturas (2013) “ Investigation of the influence of Hydrogen used in internal combustion engines on exhaust emissions”.Eksplatacja I Niezawodnose-Maitenance and Reliability Engineering. Pages: N/A 8)Momirlan M, Veziroglu TN. (2005) “The properties of hydrogen as fuel tomorrow in sustainable energy system for a cleaner planet.” Int J Hydrogen Energy.Vol: 30, Issue 7, Pages795-802 9)Motorcycling via Wikipedia.www.wikipedia.org. Wikimedia Foundations. 10)Neeraja.CH (2012) “Structural Analysis of two wheeler suspension frame”.International Journal of Engineering Research & Technology (IJERT) Vol:1 Issue 6, August – 2012. 11)Saravanan N, Nagarajan G et al (2007) “Experimental investigation of hydrogen port fuel injection in diesel engine”. Int Journal of Hydrogen Energy;Vol:32, Pages:4071-4780 12)Senthil KM, Ramesh A, Nagalingam B (2003) “ Use of hydrogen to enhance the performance of a vegetable oil fuelled compression ignition engine”. Int J Hydrogen Energy; Vol:28, Pages:1143-1154 13)Verhelst S, Maesschalck P, Rombaut N, Sierens R (2009) “Increasing the power output of hydrogen internal combustion enginesby means of supercharging and exhaust gas recirculation”. Int J Hydrogen Energy; Vol:34: Pages:4406-4412 14) White C.M, R.R.Steeper (2006) “The hydrogen-fueled internal combustion engine: a technical review”. Elsevier, International Journal of Hydrogen Energy.Vol 31, Pages:1292-1305 15) Yilmaz Ali Can (2010) “ Effect of hydroxy (HHO) gas addition on performance and exhaust emissions in compression ignition engines”. Elsevier, International Journal of Hydrogen Energy. Vol:35, Pages:11366-11372 16) Y.Karagoz et al (2015) “ An experimental investigation on the performance characteristics of a hydroxygen enriched gasoline engine with water injection”. Elsevier, International Journal of Hydrogen Energy Vol:40, Pages: 692-702 17) Zeng Kai & Zhang* (2010) “ Recent progress in alkaline water electrolysis for hydrogen production and applications”. Elsevier,Progress in Energy and Combustion Science. Vol:36, Issue 3, Pages:307-326 18) Zoulias Emmanuel et al A Review on Water Electrolysis. Centre for Renewable Energy Sources (CRES), Pikermi, Greece 2 Frederick Research Center (FRC), Nicosia, Cyprus.

↓     ↓     ↓      ↓     ↓      ↓     ↓      ↓     ↓      ↓     ↓      ↓     ↓      ↓     ↓      ↓     ↓      ↓     ↓      ↓     ↓ }}