Retrofit Energy System

The non-combustible gases (74) physically retards and slows down the speed by which oxygen atom (87) unites with (covalent link up) hydrogen atoms (86a / 86b) to bring on and support gas ignition process (gas combustion process) (98), as further illustrated in (340) of Figure (3-38).

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(340) of Figure (3-38)

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To further reduce hydrogen burn-rate (330) of Figure (3-37) to other fossil-fuel burning levels, additional non-combustible gases (99a xxx 99n) (supplied via ambient air 101) is added to gas-mixture (88) by way of gas ignition process (98) occurring inside internal combustion engine (55) piston cylinder (102), as illustrated in (340) of Figure (3-38).

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(340) of Figure (3-38)

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… berated and cooled exhaust gases (99) is, now, directed to hydrogen injector system (200) which systematically meter-mixes and superimposes a predetermined amount of non-burnable gases (99) of Figure (3-38) onto incoming ambient air gases (101) which is being directed to engine cylinder (102) to sustain and maintain both the "Gas Modulator Process" (320) of Figure (3-36) and the "Gas Ignition Process" ( …

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(340) of Figure (3-38)

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To obtain higher energy-yields beyond the normal gas combustion process, ionized ambient air gases (104) of Figure (3-31) is, now, exposed to and intermixed with Fuel-Gases (88) prior to thermal gas ignition (98) of Figure (3-38), as illustrated in (240) of Figure (3-31).

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Figure (3-38)

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Once electron ejection occurs, the liberated and free floating electrons (117a xxx 117n) continue to migrate toward positive voltage zone (106); whereas, the newly formed ionized gas atom (having missing electrons) (104) continues to move onward and through air intake manifold (109) of Figure (3-31) to engine cylinder (102) of Figure (3-38).

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engine cylinder (102) of Figure (3-38)

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… , metered exhaust gases (99), and metered sub-critical gas atoms (104a xxx 104n) forms gas-mixture (103) entering engine cylinder (102), as illustrated in (240) of Figure (3-31) as to (340) of Figure (3-38).

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(340) of Figure (3-38)

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Incoming processed hydrogen fuel gas (103) is, now, exposed to thermal spark ignition process (98) which triggers thermal explosive energy-yield (gtnt) (127) that causes piston-action (105) of Figure (3-38) to exceed normal gas combustion process associated with hydrogen to air mixture of gases in stable state.

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These "'abnormal" and "unstable" conditions coupled with thermal interaction (gas ignition) under gas compression (137) of Figure (3-42) as to Figure (3-38) (fuel-gas 88 being compressed via piston-action 105) causes combustible gas atoms (129 and 128a/b) to decay ... releasing thermal explosive energy (gtnt) (127) under control means.

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… me direction of Spark-rotor (142) and being displaced opposite to rotor blade (142), allowing intermixed processed ambient air gases (101) and Fuel-Gases (88) to enter engine cylinder (102) of Figure (3-38), as illustrated in Injector Control Circuit (300) of Figure (3-4).

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engine cylinder (102) of Figure (3-38)

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By simply adjusting Fuel-gases (88) of figure (3-38) burn-rate (330) of Figure (3-37) from (43 - 37 cm/s) (Gasoline) to (40 - 35 cm/s) (Diesel) burning levels, now, allows WFC Hydrogen Gas Management System to be directly retrofitted to conventional Di …

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Fuel-gases (88) of figure (3-38)

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Reciprocating WFC fuel-kits can be similar to car design (340) of Figure (3-38) of WFC (422 DA);

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