For one, when hydroxy gas is generated, the surface it is generated from has an impact upon the gas at generation. So it is not simply a matter of the gas having to pass through CrO3 for conversion after generation.
If that surface has been prepared to be comprised of predominantly detrimental CrO3, then the hydrogen that evolves from that surface will be predominantly parahydrogen. This has been measured and verified.
If that surface has been prepared to be comprised of a predominantly beneficial material, then the hydrogen that evolves from that surface will be predominantly orthohydrogen. This has been measured and verified.
As you stated, hydrogen will seek equalibrium, so the ratio will change over time. The fresh gas is what we are interested in, as we do not intend to store the gas prior to use.
At the time of the HHO Games, I was not aware that there was a fairly simple lab procedure that could be used to measure the ratio of orthohydrogen to parahydrogen. That has since changed. Prior to me leaving florida, labs were just too expensive for me to pay for lab time myself, and Bob Potchen would not pay the price either.
The group I have been working with since then is doing all of the lab work required to prove out and document this technology. The results of their investment is their property, so it may be some time before they are ready to publish all of their findings, if they decide to do so. I have to clear each and every disclosure I intend to make, before I can.
Lab testing has also proven that it is the reactivity of orthohydrogen that is responsible for the increased combuston efficiency that we see in the combustion of complex hydrocarbon fuel chains. I suspected this for a very long time, and had confirmed for myself with gas quality vs performance testing. But I did not have scientific evidence to confirm it before. It made perfect sense to me, looking back on past research and experiments. Also, I can see that the results of the NASA hydrogen boosting study are a confirmation of this. The tank hydrogen used in that study was obtained from liquid hydrogen stores, and was still very low in orthohydrogen ratio. The hydrogen from the natural gas reformer contained a higher ratio of orthohydrogen. They could not explain the reason back then, as they did not know. But it was good that they included that information in the study. Interesting how the results of such an old study can be so important, once the importance of the variables involved are known.
I wonderd always what they mean with ortho or para. I do now remember two sorts of gasoutput. Not that i was able to measure the content, but some hho output was cold, misty and it wasnt watervapour. Propably it was para converted i to ortho and thats why it coold down......
When ortho converts back into para, it will release a lot of heat!
Hydrogen exists in two different isomertic forms: para- and ortho-. At room temperature 75% of hydrogen is in the para (i.e. stable) form. In the fifties an American rocket scientist, Simon Ruskin, realized that parahydrogen could be converted to higher energized orthohydrogen through magnetic stimulation, i.e. the application of the proper magnetic field to change the spin state of the hydrogen molecule, as currently is done by the MAGNETIZER, which considerably enhances the energy of the atom and the general fuel reactivity, i.e. the combustion efficiency. As a matter of fact Ruskin was granted the U.S. Utility Patent no. 328,868 for this discovery. The hydrocarbon fuel of space-shuttle is subjected to the influence of the magnetic field, in order to change the isomeric form of hydrogen from parahydrogen into the orthohydrogen state. At the lift-off the orthohydrogen (more reactive form) allows to intensify the combustion processes. Without the MAGNETIZER type of technologii Columbia space-shuttle could not lift-off.
Why do you want to lower the burning velocity in complicated ways instead of altering the spark plug, so that the position is right for instantaneous burning instead of the delayed gas burning?
Because the explosion of hydrogen in stochimetric mix with oxygen is like PFF and no piston got the time to move downwards Petrol does like this: PFFFFFFFFFFFF. Enought time to start moving downwards and thats what we need.
What would happen if you where able to create an airflow with lots of "extra"electrons and make that air buble into the bottum of a waterbucket. What could happen here?
Because there is always a jumping of hydrogen atoms and oxygen atoms, it would be very possible that the oxygen atom will bond with the free elctrons and we will get pure hydrogen out of the water without electrolysis......
Hmmmmmmmmmmmmmmm My mind is getting crazy now......
Burning velocities of hydrogen-air and hydrogen-oxygen mixtures. The burning velocity is a function of the fuel and the oxidizer and the mixture ratio.
Hydrogen = fuel Oxygen = oxidizer
Burnrate of hydrogen+oxygen = 10 m/s till like 36.8 m/s Burnrate of hydrogen+ air = 1.8 m/s till like 4.4 m/s Burnrate of unleaded petrol = 0.34 m/s
Hydrogen does NOT burn without use of Oxygen. The amount of Oxygen dictates burn velocity of the HHO and air mix.
By adding electrons to this mix of gasses, we will eliminate (neutrilizes) the oxygen atoms. We neutrilize till a level that the right burnrate velocity has been achieved.
Because we need a sertain amount of gasvolume running thru the engine, we need the ambient air. So, the output of a Wfc, mixed with ambient air provides the amount of volume needed in the engine. The addition of electrons makes the gas mix similair to petrol by neutrilizing a part of the Oxygen atoms (aka oxidizer).
Good to read that you want to try things with HHO. First things first is safety, as i can speak from my own experience. NEVER EVER EVER EVER PUT HHO UNDER PRESSURE IN A TANK. NEVER EVER STORE LARGE AMOUNTS OF HHO ANYWHERE.
So, now you know. Thats the reason why we like to build a hydrogen on demand system.
Secondly, adding HHO to petrol makes sense, as we all know that the element in petrol that makes a car run are the hydrogen atoms. So, it is better to inject the HHO into the airintake manifold . Cheers!
Water mist is injected into an engine's supercharger along with the fuel/air mixture from the carburetor. This water/fuel/air cocktail is homogenized as it is pressurized in the supercharger. The mixture becomes heated as it is pressurized and by subsequently passing through hot engine components. This elevated temperature of the mixture eventually causes the water component to change phase from liquid to gas. You may recall from high school chemistry that the water must absorb a tremendous amount of heat energy (latent heat of vaporization) to complete the phase conversion. That heat energy is pulled from the surrounding fuel, air, and engine parts…thus reducing their temperatures. Given that the burning fuel in the combustion chambers of a racing engine can reach about 4500 degrees Fahrenheit, shedding heat is mandatory to prevent total meltdown.
THIS HAND-DRAWN SCHEMATIC ILLUSTRATES THE BASIC LAYOUT OF LAW'S WATER INJECTION SYSTEMS. (IMAGE COURTESY OF PETE LAW AND DAN WHITNEY). One source notes that when water injection was incorporated on the Pratt & Whitney R-2800 radial engine during WWII, the temperature of the fuel/air mixture entering the engine cylinders dropped from 350-degrees Fahrenheit to just 100-degrees. Such temperature reductions afforded by water injection allow engines to be run at much higher horsepower settings before detonation becomes a concern. Again, the R-2800 provides a convenient example. Although rated to produce 2,000 horsepower, Pratt & Whitney engineers were able to reliably coax 3,800 horsepower out of the engine when using water injection in lab conditions. Even seven decades later, pilots at Reno are pushing R-2800s somewhere north of 3,000 horsepower.
Piston airplane engines do not have a monopoly on water injection. Some jets also use it to reduce engine temperatures when under heavy load. There have even been a handful of production cars with factory-installed water injection systems. However, Law explained that water injection is usually of little value unless you intend to push an engine to its limits.
During wartime, pilots often had reason to push their engines. Water injection was used in those moments where a brief kick in the pants (i.e. War Emergency Power) could get a pilot out of a sticky situation. The tanks containing water injection fluid were usually only large enough for a few minutes of usage.
BY INJECTING A MIXTURE OF WATER AND ALCOHOL ALONG WITH AIR AND FUEL, RACING ENGINES CAN GENERATE SIGNIFICANTLY MORE HORSEPOWER BEFORE EXCESSIVE HEATING AND KNOCKING OCCURS. (PHOTO COURTESY OF MARK KALLIO, PYLON1.ORG) Water injection systems are often called Anti-Detonation Injection (ADI). While water can be used "neat", it is most effective in airplane engines when cut with an equal volume of methyl alcohol (methanol). When ADI systems were first implemented in US warplanes during WWII, the necessary type of alcohol was not adequately communicated to front line units. Told only to mix alcohol with water, crew chiefs in the field made ADI fluid using alcohol that they had available, the isopropyl alcohol that was also used to de-ice airplanes. That communication oversight resulted in numerous destroyed engines and nearly caused the entire fleet of P-47 Thunderbolt fighters to be grounded. The water side of ADI fluid is not as critical. Law states that Reno tap water works just fine in this application.
All of the radials and V-12s that Law works with today had factory installed ADI systems when they were originally manufactured. Yet, parts for the V-12 ADI systems are tough to find these days. Law relates that this is because most post-WWII military and commercial piston-engined aircraft used radial engines, not V-12s. Consequently, most of the racing ADI systems that Law designs for unlimited racers, whether V-12 or radial-engined, utilize a water injection regulator pulled from an R-2800.
FUEL AND ENGINE OVERHAUL COSTS PREVENT NON-RACING WARBIRDS, SUCH AS THIS GRUMMAN F8F BEARCAT, FROM UTILIZING WATER INJECTION. (PHOTO COURTESY OF LEE RAY) Many of the same types of aircaft that make up the unlimited racing class can also be seen in private hands as "warbirds". These versions are more historically accurate, but do not usually participate in air racing. Law conveyed that pilots of these airplanes rarely engage their water injection systems. He attributes that trend to the extreme fuel costs associated with running at high power settings, as well as a desire to baby the engines in order to extend their useful life between very expensive overhauls.
Here another amazing video of Joe. Joe changes water like Jezus, at least, accoording to his words. A silver spoon, charge water and i think a battery with who he touches the spoon with water, 4 times. Then he lits the water and the water burns.
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